If you're 18 or older, feel free to discuss which generation(s) gave America/ are giving America the RUDEST kids EVER.8)

Um, yeah. I know exactly where you're trying to go with this.

Let me guess. You were at the mall or some other public place and you saw some teenagers acting like jackasses. Perhaps some of them might have even insulted you. I know this because this isn't the first time you've posted something here along the lines of "OMIGOD TODAY'S YOUNG PEOPLE ARE SOOOOOOO RUDE!!!"

Well, let me explain something to you. Those teenagers who were being jackasses? They weren't acting that way because they just happened to be part of a different generation than you. They were acting that way because THEY'RE FREAKIN' TEENAGERS. Teenagers have ALWAYS done dumb sh!t. I know you'll probably say something like, "Well, gosh, I grew up in the 1980's and when I was a teenager none of us evvvvvvvver acted that way!" Bullsh!t. I grew up in the 80's and we were no different. Lots of us used bad language and talked back to our teachers and participated in underage drinking and petty vandalism and smoked cigarettes and pot and had sex.

Maybe you watched a few episodes of Leave It to Beaver and got all misty-eyed because you thought it captured a more innocent time. But if you were paying attention you would have noticed that Beaver was kind of a dopey kid who was always getting in trouble for doing dumb sh!t, Eddie Haskell was a complete asshole and Lumpy Rutherford was a total doofus. "But," you might say, "they never drank or smoked or swore!" Well, of course they didn't. It was television in the 1950's, and they couldn't even show a toilet for Pete's sake.

And don't even get started on the 1960's. Just watch the Woodstock movie and that'll tell you all you'll need to know about that decade.

The 70's? I had brothers and sisters who grew up in that decade. Again, no different.

Now the other side of the coin, I have nephews and nieces who range in age from their early teens to their mid 20's, and I've hung out with them and their friends and their SO's and they all seem to be decent, hard-working, trustworthy people who are just trying to find their way in this world just like anyone else. Not saying they're any better or any worse than any other generation, as a matter-of-fact, that's exactly the point I'm trying to make.

Still, a poll is a poll, so I feel it's only fair that I participate. It seems like after all I've said here, the obvious choice for me to make would be either

a) None of the American children from ANY of these generations were/ are the absolute rudest kids ever! or b) ALL of the American children from most/ all of the aforementioned generations were/ are the absolute rudest kids ever!

But this simply cannot be true, because I was born in 1970, which makes me a member of Generation X, and I am a rude sonofabitch. So rude, in fact, that I wish I could meet you in person just so I could fart right in your face.

Unfortunately, since I can't do that, I'l just have to do the next best thing. So, here is a picture of my buttcrack:

I think it's a matter of exposure to kids. For instance, since the internet is common now (but wasn't back when I was young) (why do I suddenly feel like shaking my cane in the air and shouting at random young people to get off my lawn??!! lol) Since the internet wasn't around, your exposure to rude kids were limited to those you might come across at school, a football/basketball/insert high school sport here, the mall or anywhere else local that rude kids may hang out. I mostly filled my time playing Nintendo and Atari games until my fingers got blistered, so luckily my overall exposure to rude kids were on a limited basis. Nowadays, with internet being everywhere and that being the entertainment du jour, it seems like there are alot of snotty kids that need corrected. While I do agree though that respect for elders aren't necessarily taught as much (it seems.) I can't say that it was ever taught on a large basis. The older I get, the more society seems youth-centered. Perhaps it always was and I didn't notice it when I was young.

I should REALLY be taking my shower, and getting ready for bed, or at LEAST doing SOMETHING COOL (Like, maybe writing to my boyfriend, who thinks that I'm, like, the sexiest girl this side of the Mississippi/ the sexiest girl in the world, fer SHURR...), but I don't mind explaining myself to all of you presumptuous folks out there in The Land of the Polite and the Welcoming.

For starters, I was actually a 1990s teen, and I was NOT confronted by rude people (at least not in real life) during the recent past; I was merely posting a topic...

Okay, so now I shall respond to the individual posters who so graciously responded to me personally (with individualized expressions of their innermost thoughts, no less):

AL-B: I may not be a medical professional, but I know that your plumber's crack needs MUCH less sunlight, fer SHURR! Oh, and am I to assume that somebody took that picture of you because you ARE a plumber (a LOGICAL reason for posting such a picture?), or am I to assume that your act of posting such a picture is a REGULAR habit of yours (My, but I feel sorry for the photographer; I certainly hope that the photographer was your significant other, because, if they weren't, they must have been embarrassed...)?

warped: Oh, now, REALLY...Do you really think that YOUR gas is going to smell different, or worse, than anybody ELSE'S...or do you just eat tons of Cheetos, so that I'd have the unfortunate...experience...of smelling...a Cheeto Stink Bomb? No can do, with regards to THAT experience...

Inertia: Oooh, Inertia...I do hope that no small children visit this site, because if they do, and they accidentally click on your picture, they may experience their first REAL scare! My advice to you is to take a cue from your screen name...

Howard: Once again, I feel sorry for you. One needn't be perfect to realize that they are sometimes being misled by everybody else...

I hate to be so grateful for your comments, but, after all, one good compliment deserves another.8)

I should REALLY be taking my shower, and getting ready for bed, or at LEAST doing SOMETHING COOL (Like, maybe writing to my boyfriend, who thinks that I'm, like, the sexiest girl this side of the Mississippi/ the sexiest girl in the world, fer SHURR...), but I don't mind explaining myself to all of you presumptuous folks out there in The Land of the Polite and the Welcoming.

For starters, I was actually a 1990s teen, and I was NOT confronted by rude people (at least not in real life) during the recent past; I was merely posting a topic...

Okay, so now I shall respond to the individual posters who so graciously responded to me personally (with individualized expressions of their innermost thoughts, no less):

AL-B: I may not be a medical professional, but I know that your plumber's crack needs MUCH less sunlight, fer SHURR! Oh, and am I to assume that somebody took that picture of you because you ARE a plumber (a LOGICAL reason for posting such a picture?), or am I to assume that your act of posting such a picture is a REGULAR habit of yours (My, but I feel sorry for the photographer; I certainly hope that the photographer was your significant other, because, if they weren't, they must have been embarrassed...)?

warped: Oh, now, REALLY...Do you really think that YOUR gas is going to smell different, or worse, than anybody ELSE'S...or do you just eat tons of Cheetos, so that I'd have the unfortunate...experience...of smelling...a Cheeto Stink Bomb? No can do, with regards to THAT experience...

Inertia: Oooh, Inertia...I do hope that no small children visit this site, because if they do, and they accidentally click on your picture, they may experience their first REAL scare! My advice to you is to take a cue from your screen name...

Howard: Once again, I feel sorry for you. One needn't be perfect to realize that they are sometimes being misled by everybody else...

I hate to be so grateful for your comments, but, after all, one good compliment deserves another.8)

What is this dreck? I know the concept of proper syntax eludes you, but your comma splices, run-ons, unnecessary capitalization, and valley girl jargon are not supporting your argument. Google needs to invent a translator for moron into English so the average person can read your garble without straining their eyes.

Why don't you do us a favor and spend time writing to your imaginary boyfriend rather than attempting to insult the populace? I think you would have more success with the former considering your insults are as lame as your continual use of 1980's slang.

I find it funny how delusional you are, and the fact you are trying to assess my appearance when you are too afraid to post a picture of your own. Yet, I suppose we should be thankful you prefer to be a coward and hide behind the anonymity of the internet considering your face likely rivals a bantha.

What I find funny is the fact that you are willing to criticize my use of grammar, and my writing skills, when you post sentences like the one that I bolded! ;D I spy a struggling college student who has fallen to the whims of what passes for the current literary culture, fer SHURR! Once upon a time, even ivory towers were built more sturdily than they are today, and for that reason, I feel sorry for you, my mentally malnourished friend.

Oh, and just so you know, I think that your definition of the word "drek" is any argument, statement, or idea that you can't understand...That's lame, and sad, but it's true...

With regards to my supposed "cowardice", you are confusing the issue of "Cowardice Vs. Courage" with the issue of "Foolishness Vs. Wisdom". I have never been, nor will I ever be foolish enough to post a photo of myself, not because I am a beauty queen, nor because I am ugly, but because I KNOW that doing so gives everybody else the free, internet-born right to criticize...Those who post photos of themselves, or worse yet, of their children, and who THEN complain about the criticisms, and the critiques that those photos receive are, quite frankly, "asking for it", because this is, after all, the internet.

Now, anybody who wants to criticize a photo may be cruel, but they're no more cruel than those who criticize words alone, are they? In fact, they may be LESS cruel, because they were responding to stupidity.

Oh, wait! I've said too much, and I have forgotten that nobody here seems to want to read more than a paragraph's worth of writing, preferably if it's written at a third grade level. OOPS! My mistake, I'm SHURR! ::)8)

What is this dreck? I know the concept of proper syntax eludes you, but your comma splices, run-ons, unnecessary capitalization, and valley girl jargon are not supporting your argument.

I find it funny how delusional you are, and the fact you are trying to assess my appearance when you are too afraid to post a picture of your own.

What I find funny is the fact that you are willing to criticize my use of grammar, and my writing skills, when you post sentences like the one that I bolded! ;D I spy a struggling college student who has fallen to the whims of what passes for the current literary culture, fer SHURR! Once upon a time, even ivory towers were built more sturdily than they are today, and for that reason, I feel sorry for you, my mentally malnourished friend.

Oh, and just so you know, I think that your definition of the word "drek" is any argument, statement, or idea that you can't understand...That's lame, and sad, but it's true...

With regards to my supposed "cowardice", you are confusing cowardice with foolishness. I have never been, nor will I ever be foolish enough to post a photo of myself, not because I am a beauty queen, nor because I am ugly, but because I KNOW that doing so gives everybody else the free, internet-born right to criticize...Those who post photos of themselves, or worse yet, of their children, and who THEN complain about the criticisms, and the critiques that those photos receive, are, quite frankly, "asking for it", because this is, after all, the internet.

Now, anybody who wants to criticize a photo may be cruel, but they're no more cruel than those who criticize words alone, are they? In fact, they may be LESS cruel, because they were responding to stupidity.

Oh, wait! I've said too much, and I have forgotten that nobody here seems to want to read more than a paragraph's worth of writing, preferably if it's written at a third grade level. OOPS! My mistake, I'm SHURR! ::)8)

What I find funny is the fact that you are willing to criticize my use of grammar, and my writing skills, when you post sentences like the one that I bolded! ;D I spy a struggling college student who has fallen to the whims of what passes for the current literary culture, fer SHURR!. Once upon a time, even ivory towers were built more sturdily than they are today, and.For that reason, I feel sorry for you, my mentally malnourished friend.

The sentence I italicized contains awkward wording. Slang is not appropriate in writing either.

Oh, and just so you know, I think that your definition of the word "dreck" is any argument, statement, or idea that you can't understand.... That is lame, and sad, but it's it is true....

I bet you had to Google the definition of the word dreck; you can't even spell it properly. You do not end sentences with ellipses.

With regards to my supposed "cowardice"," you are confusing cowardice with foolishness. I have never been, nor will I ever be, foolish enough to post a photo of myself,.This isnot because I am a beauty queen, nor because I am ugly, but because I KNOW know that doing so gives everybody else the free, internet-born right to criticize.... Those who post photos of themselves, or worse yet, of their children, and who THEN then complain about the criticisms, and the critiques that those photos receive, are, quite frankly, "asking for it", because this is, after all, the internet.

What the hell? Where did you learn to write? I wrote better in high school.

Now, anybody who wants to criticize a photo may be cruel, but they're no more cruel than those who criticize words alone, are they? In fact, they may be LESS less cruel, because they were responding to stupidity.

Everything you write is stupid.

Oh, wait! I've said too much, and I have forgotten that nobody here seems to want to read more than a paragraph's worth of writing,-- preferably if it's written at a third grade level. OOPS! Opps! My mistake, I'm SHURR! ::) That is my mistake.8)

Why do you capitalize random words?

What is this dreck? I know the concept of proper syntax eludes you, but your comma splices, run-ons, unnecessary capitalization, and valley girl jargon are not supporting your argument.

I find it funny how delusional you are, and the fact you are trying to assess my appearance when you are too afraid to post a picture of your own.

I made one mistake with my grammar; you have made several errors. ::) I have corrected them above for your viewing pleasure.

Besides, I made that post after working all night anyway so I was tired. What did you do last night besides being your usual obnoxious self and pining for your teenage years? I doubt you even have a job considering the fact you find time to write so many rage essays on this website. You should consider participating in NaNoWriMo. Considering your posts contain at least a thousand words on average, you could easily write 50,000 words in one month.

I still say you are afraid to post your picture. Everything you mentioned in your post illustrates your fear of being criticized. I'm not really concerned what people think of me, or I wouldn't have posted it in the first place. I'm fat and proud. I just found your assessment of me humorous when you hide behind a computer screen spewing retorts reminiscent of the 1970's.

I feel that it is MORE than appropriate to bring this back. Ladies and gentlemen, may I present to you:

A BRIEF HISTORY OF THE CHEVROLET SMALL-BLOCK V-8.

Chevrolet's small-block V8 is a famous automobile engine. Nicknamed "mouse motor" (opposed to the big block engine, nicknamed "rat") for its compact dimensions compared to other V8 engines of the time, production began in 1955 with the 265 engine. By 1957 it had grown to 283 cu in (4.6 L), and with the optional Rochester mechanical fuel injection, it became one of the first production engines ever to make one horsepower per cubic inch. This engine was used to power the Corvette, and the Bel Air at that time. It would later be extended to other vehicles as well, and replace the old style 265 V8s. The displacement changed over the years, eventually reaching 400 cu in (6.6 L), but none caught on like the 350 cu in (5.7 L) small-block. This engine is still in production today at General Motors Toluca, Mexico plant (primarily for the GM over-the-counter Goodwrench powerplants), but is no longer offered in current model year vehicles since the year 2004. Its production numbers were impressive, with more than 90,000,000 built. It has been produced in carbureted, mechanical fuel injection, and electronic fuel injection forms.

From 1955-74, the small-block engine was known as the "Turbo-Fire V8".

Although Buick, Cadillac, Oldsmobile, and Pontiac also designed V8 engines (see list of GM engines), it was Chevrolet's 350 cu in (5.7 L) small-block that became the GM corporate standard. Over the years, every American General Motors division except Saturn used the Chevrolet small-block, and its descendants (see GM LT engine and GM LS engine) continue as the company's mainstream V8 design today.

The small-block was on the Ward's 10 Best Engines of the 20th Century list.

Chevrolet tested the small-block twice with no water and no oil at wide-open throttle. The first time it lasted an hour and 15 minutes and the second time it lasted two hours.

Major Versions

Generation 1

The original design of the small block remained remarkably unchanged for its production run, which began in 1955 and ended, in passenger vehicles, in 2003. The engine is still being built today for many aftermarket applications, both to replace worn-out older engines and also by many builders as high-performance applications. There were, however many minor changes made to the engine over the years; these changes are listed below.

* 1955 - The first year of introduction in 265 cu in (4.3 L) only. As was fairly common for the time, no provision for an oil filter was included in the engine design. * 1956 - Oil filtration was introduced, using a sock style filter in a canister. * 1957 - The engine came with only front mounts, the side mount bosses were present but not drilled and tapped leaving its retrofitting problematic. * 1962 - The block's cylinder wall casting was revised to allow four inch bores. Previously, only certain years of the 283 engine (1958-1962) could be bored safely to four inches. * 1968 - The main journal diameter was increased to 2.45 in from 2.30 in and the connecting rod journal diameter was increased to 2.10 in from 2.00 in. This allowed the use of cast iron crankshafts as the previous parts were made of forged steel. The rod bolts were changed from 11/32 in. diameter to 3/8 inch. Additionally, the canister/sock style oil filter was now converted to use spin on filters. The oil fill location was moved from a tube on the front of the intake manifold to a cap on either side valve cover. * 1987 - The valve cover surfaces were changed such that cylinder head mounting lip was raised and the bolt location was moved from 4 bolts on the perimeter, to 4 bolts down the centerline of the valve cover (this design debuted on the Corvette in 1985, and Chevrolet 4.3 L the year before). The rear main seal was changed from a 2-piece rubber design to a 1-piece rubber design that used a mounting appliance to hold it in place. This necessitated a change in the flywheel/flexplate bolt pattern as well. Also changed were the mounting angles of the center 2 bolts on each side of the intake manifold (from 90 degrees to 73 degrees) and the lifter bosses were increased in height to accept roller lifters. The alloy heads for use in the Corvette still retain the non-angled bolts (center 2 bolts attaching to the intake). Also all carburetors were done away with and replaced by TBI (throttle-body injection) fuel injection that acts some what like a carburetor. * 1996 - This was the last change for the Generation I engine, and continued through the end of the production run in 2003; all 1997-2003 Generation I engines were Vortec truck engines. The cylinder heads were redesigned using improved ports and combustion chambers similar to those in the Generation II LT1. This change resulted in significant power increases.

SB2 and SB2.2

(Small Block/second generation) This engine was produced from 1996 to the present for racing applications only. The cylinder heads were redesigned and the lifter bores were offset. The valve sequence for each head was changed from the traditional E-I-I-E-E-I-I-E to a new I-E-I-E-E-I-E-I and because of this the camshaft was redesigned.

Generation IILT1 from a 1993 Chevrolet Camaro Z28

See the GM LT engine page for more information on the Generation II small-block V8s, which differ mainly in their reverse-flow cooling system.

Generation III / IVLS1 from a 1998 Chevrolet Camaro Z28

See the GM LS engine page for more information on the current family of General Motors small-block V8s.

Early Small Blocks

The first small block Chevrolet V-8 was a 265 cu in (4.3 L) engine that was developed in 1955 for the Corvette. Displacement and power eventually reached 327 cu in (5.4 L) and 375 hp (280 kW) (in prototypes) before the Corvette switched to Chevrolet big-block power. Although less powerful than big blocks, small block engines have remained popular due to their lower cost (including the cost of performance add-ons) and solid performance and reliability.

265

The 265 cu in (4.3 L) V8 was the first Chevrolet small block. Designed by Ed Cole's group at Chevrolet, it filled the power gap in the 1955 Corvette lineup, producing an impressive 250 hp (186 kW). The little engine went from drawings to production in just 15 weeks. Besides its compact dimensions, the small-block was known for its novel green-sand foundry construction process.

Dimensions were oversquare - 3.75 in (95 mm) bore and 3 in (76 mm) stroke. The small-block's 4.4 in (111.8 mm) bore spacing would continue in use for decades. It was a pushrod cast-iron engine with hydraulic lifters and a 2-barrel or 4-barrel Rochester carburetor. The 1955 conventional passenger car version produced 162 hp (121 kW) with a 2-barrel carburetor, or could be upgraded at extra cost to a "Power Pack" version conservatively rated at 180 hp (134 kW) with a four-barrel Rochester and dual exhaust. The first production year of this engine had no provision for oil filtration built into the block; however, an add-on filter mounted on the thermostat housing was installed during production. Due to the lack of adequate oil filtration provisions, the '55 model year block is typically only desirable to period collectors.

The 283 cu in (4.6 L) V8 was introduced in 1957. It was a version of the 265 cu in (4.3 L) with a larger bore at 3.87 in (98 mm). There were five different versions ranging from 185 hp (138 kW) to 283 hp (211 kW) depending on whether a single carb, twin carbs, or fuel injection was used. Power was up a bit each year for 1958, 1959, and 1960.

The 1957 engine featured Ramjet mechanical fuel injection, allowing the engine to produce 1 hp (1 kW) per cubic inch, an impressive feat at the time. For 1961, an amazing 315 hp (235 kW) was available from this unit.

* 1957-1962 Chevrolet Corvette

302

Chevrolet produced a special 302 cu in (4.9 L) engine for Trans Am racing from 1967-1969. It was the product of placing the 3-inch stroke crankshaft from a 283 into a 4-inch bore 327 block. This engine was mostly used in the first-generation Camaro Z28. Just over 100 DZ block 302 engines were used in the, unique to South Africa, Chevrolet Firenza Can Am. Conservatively rated at 290 hp (216 kW), actual output was around 360 hp (268 kW). This block is one of 3 displacements that underwent a transformation for the 1968/1969 period when the main bearing size was increased from 2.30 in to 2.45 in.

307

A 307 cu in (5 L) version was produced from 1968 through 1973. Engine bore was 3.875 inches (98.4 mm) with a 3.25-inch (82.6 mm) stroke.

The 307 replaced the 283 in Chevrolet cars and produced 200 hp (149 kW) SAE gross at 4600 rpm and 300 lb·ft (407 N·m) of torque at 2400 rpm in the 1960s. The later emissions-modified versions produced just 115 hp (86 kW) SAE net, giving the engine one of the lowest power-per-displacement ratings of all time. Chevrolet never produced a high-performance version of this engine, though they did produce, for Outboard Marine Corporation, a high-performance marinized 307, rated at 235 hp (175 kW) and 245 hp (183 kW) SAE gross, depending on year, that shipped with the Corvette/Z-28's cast aluminum valve covers and Rochester QuadraJet carb. Chevy also built other versions of the OMC 307 rated at 210 hp (157 kW), 215 hp (160 kW) and 225 hp (168 kW) SAE gross.

One of the biggest myths about the 307 is that all the blocks were cast with a very low nickel content. However, some 307 blocks, such as casting number 3970020 with suffix VxxxxTHA (x's in place for date), had 010 and 020 stamped under the timing chain cover indicating high tin and nickel content.

327

The 327 cu in (5.4 L) V8, introduced in 1962, had a bore and stroke of 4 in (102 mm) by 3.25 in. Power ranged from 250 hp (186 kW) to 375 hp (280 kW) depending on the choice of carburetor or fuel injection, camshaft, cylinder heads, pistons and intake manifold. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 lb·ft (466 N·m) with single Carter 4-brl, and 360 hp (268 kW), 352 lb·ft (477 N·m) with Rochester mechanical fuel injection. In 1964, horsepower increased to 365 hp (272 kW) for the now dubbed L79 version, and 375 hp (280 kW) for the fuel injected L84 respectively, making the L84 the most powerful naturally aspirated, single-cam, production small block V8 until the appearance of the 385 hp (287 kW), 385 lb·ft (522 N·m) Generation III LS6 in 2001. * L79, L84 1963-1965; Chevrolet Corvette. This block is one of three displacements that under went a major change in 1968/1969 when the main bearing size was increased from 2.30 to 2.4 inches (58.4–61.0 mm). In 1965 the SS malibu choice of the 327/350 hp know as the "L79", with a aluminum manifold, holley squarebore carb, chrome valve covers, a huge 8" balancer, huge 2.02" intake valves and could only be ordered with a 4 speed trans.

400

A 400 cu in (6.6 L) small-block was introduced in 1970 and produced for 10 years. It had a 4.125-inch (104.8 mm) bore and a 3.75-inch (95.3 mm) stroke. Initial output was 265 hp (198 kW) and was only available equipped with a 2-barrel carburetor. In 1974 a 4-barrel version of the 400 was introduced,while the 2-barrel version stopped production in 1975. 1976 was the last year that the 400 was used in a Chevrolet Passenger car, available in both the A-Body and B-Body line. While popular with circle-track racers, the engine was prone to cooling troubles if cylinder heads without steam holes were used. they mostly put out 250 hp stock.

Later Small Blocks

This section documents the odd-size small blocks developed after the 350 appeared in 1969. Many of these basic blocks are variations of the 350 design.

262

The 262 was a 262 cu in (4.3 L) 90° pushrod V8 with an iron block and heads. Bore and stroke were 3.67 in (93 mm) by 3.10 in (78.7 mm). Power output for 1975 was 110 hp (82 kW) and 195 lb·ft (264 N·m). The 262 was underpowered and was replaced by the 305 the following year.

This was Chevrolet's second 4.3 L-displacement powerplant; two other Chevrolet engines displaced 4.3 L: the Vortec 4300 (based on the Chevrolet 350, with two cylinders removed), and a derivative of the LT1 known as the L99 (using the 305's 3.736-inch bore, 5.94-inch connecting rods, and a 3-inch crankshaft stroke).

This engine was used in the following cars:

* 1975-1976 Chevrolet Monza * 1975 Chevrolet Nova

267

The 267 was introduced in 1979 for GM F-Body(Camaro), G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impala and Caprice models). The 267 cu in (4.4 L) had the 350's crankshaft stroke of 3.48" and the smallest bore of any small-block, 3.500 in. The 3.500" bore was also used on the 200 cu in (3.3 L) V6, which was introduced a year earlier. (The 200 was a Chevrolet V6 engine based on the small block with the #3 and #6 cylinders removed).

It was available with a Rochester Dualjet 210 - effectively a Rochester Quadrajet with no rear barrels. After 1980, electronic feedback carburetion was used on the 267.

While similar in displacement to the other 4.3-4.4 L V8 engines produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other engines and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 cu in (5 L) as its base V8 engine.

305

The 305 variant of the small-block Chevrolet had a displacement of 305 cu in (5 L) with a 3.736-inch (95 mm) bore and 3.48-inch (88.4 mm) stroke. The 262 was considered underpowered for use in vehicles with a wheelbase greater than 110 inches, so GM engineers decided to increase the bore diameter from 3.671 to 3.736 inches (93.2–94.9 mm) and increase the stroke from 3.10 to 3.48 inches (78.7–88.4 mm) (from the 350). Some performance enthusiasts have noted a marked resistance to performance upgrades on the 305 because of its small bore, poor selection of aftermarket cylinder heads, and the relatively high availability of 350 cu in (5.7 L) engines.

The LG4 was the "low output" 305 cu in (5 L) (compared to the L69). It produced 150 hp (112 kW)-170 hp (127 kW) and 240 lb·ft (325 N·m)-250 lb·ft (339 N·m). The addition of a knock sensor for the engine management system in 1985 allowed an increase in compression and a more aggressive spark timing map in the ECM. As a result power increased for the 1985 models to 165 hp (123 kW) from the 150 hp (112 kW) rating in 1984.

L69

Years: 1983-1986

The L69 was the last true H.O. engine. The High Output 5 L (305 cu in) , featuring higher compression of 9.5:1 with heads of the to-be-discontinued LU5 Cross-Fire fuel injection engine, and utilizing camshaft and 4" catalytic converter of the 5.7 L (350 cu in) L83 which was used on the Corvette of 1982 and 1984. Complete with a 2.75 inch exhaust system, topped by a recalibrated 4-barrel carburetor, dual snorkel air cleaner assembly, aluminum intake manifold, aluminum flywheel, electric cooling fan, and furthermore a knock sensor including more aggressive spark timing, this engine produced 190 hp (142 kW) @ 4800 and 240 lb·ft (325 N·m) of torque @ 3200 rpm. In most cases, being mated to a 3.73 or 3:42 ratio limited slip rear axle and a T5 5-speed or 700R4 automatic, this engine provided its driver with a wide range of rpm to play in.

The L03 was the "low output" 5 L (305 cu in) (compared to the 305 TPI LB9). It produced 170 hp (127 kW) and 255 lb·ft (346 N·m) of torque (190 hp (142 kW) at 4,400 rpm and 275 lb·ft (373 N·m) at 2,400 in 1993-1995 GM trucks). This engine used throttle-body fuel injection. The TBI uses a unique injector firing scheme, for every rotation of the engine, each injector fired twice.

LB9

Years: 1985-1992

Introduced in 1985, the LB9 was the first Chevrolet small block to have tuned-port fuel injection (TPI). It was introduced with 215 hp (160 kW) and 275 lb·ft (373 N·m) and varied between 190 hp (142 kW)-230 hp (172 kW) (with 275 lb·ft (373 N·m)-300 lb·ft (407 N·m) of torque) over the years offered. It was an option on all 1985-1992 Chevrolet Camaro & Pontiac Firebird models.

The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265 cu in (4.3 L) V8. But it was the 350 cu in (5.7 L) series that came to be emblematic of the Chevrolet small block V8 engine. The engine's physical dimensions (oversquare 4.00-inch bore and 3.48-inch stroke, 102 mm by 88 mm) are nearly identical to the 400 hp (298 kW) LS2 engine of today, but much has changed. It is by far the most widely used Chevrolet small-block; it has been installed in everything from station wagons to sports cars, in commercial vehicles, and even in boats and (in highly modified form) airplanes.

First usage of the 350 was in the 1967 Chevrolet Camaro and 1968 Nova producing 295 horsepower (gross); other Chevrolet vehicle lines followed suit in the year 1969.

The GM Goodwrench 350 crate engine comes in several variations. The lowest priced uses the pre-1986 four-bolt casting molds with two dipstick locations; pre-1980 on the driver's side and post-1980 on the passenger's side. This engine was produced in Mexico since 1981 as the Targetmaster 350, and now the GM Goodwrench 350.

ZQ3

Years: 1969, 1970, 1972-1975

The ZQ3 was the standard engine in the 1969-1970 Chevrolet Corvette. It was a 300 hp (224 kW) version of the 350 cu in (5.7 L) small-block, with 10.25:1 compression and hydraulic lifters. It used a Rochester "4MV" Quadra-Jet 4-barrel carburetor. This was the first block produced that featured the larger 2.45 inch main bearing versus the older 2.30 inch main bearing in 1968/1969.

The L46 was an optional engine on the 1969-1970 Chevrolet Corvette. It was a 350 hp (261 kW), 380 lb·ft (515 N·m) version of the ZQ3 with higher 11:1 compression.

LT-1LT-1 from a 1970 Chevrolet Camaro Z28

Years: 1970-1972

The LT-1 was the ultimate 350 cu in (5.7 L) V8, becoming available in 1970. It used solid lifters, 11:1 compression, a high-performance camshaft, and a Holley four-barrel carburetor on a special aluminum intake to produce 370 hp (276 kW) and 380 lb·ft (515 N·m). It was available on the Corvette and Camaro Z28. Power was down in 1971 to 330 hp (246 kW) and 360 lb·ft (488 N·m) with 9:1 compression, and again in 1972 (the last year of the LT-1) to 255 hp (190 kW) and 280 lb·ft (380 N·m).

There was also a later small-block engine called the "LT1".

L48

Years: 1967-1980

The L-48 is the original 350 cu in (5.7 L), available only in the Camaro or Chevy II/Nova in '67 & '68. In '69 it was used in almost everything; Camaros, Corvettes, Impalas, Chevelles & Novas. From '75-'80 it was available only in the Corvette. L-48's use a Hyd Cam, 4bbl Qjet, Cast pistons, 2 bolt main caps, "Pink" Rods, #0014 Blocks & #993 heads. Power output ranges from 300HP(gross) down to 175HP(net).

The L48 was the standard engine in the 1971 Chevrolet Corvette. It produced 270 hp (201 kW) and 360 lb·ft (488 N·m) with an 8.5:1 compression ratio.

In 1972 the only way to get a L48 (4bbl V8) in a Chevy Nova was to get the Super Sport Package. This is indicated by the 5th digit in the VIN being a "K". 1972 was the only year you could verify the Super Sport package by the VIN.

In 1973 the "L-48" had cold air induction (throttle activated) and developed 190 hp (142 kW) (net). Beginning in 1974 the hp was reduced for several years until it reached a low of 165 hp (123 kW) (net) in 1975, before rising again.

The L81 was the only 5.7 L (350 cu in) Corvette engine for 1981. It produced 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression, exactly the same as the 1980 L48, but added computer control spark advance, replacing the vacuum advance.

L83

Years: 1982, 1984

The 1982 L83 was again the only Corvette engine (and only available with an automatic transmission) producing 200 hp (149 kW) and 285 lb·ft (386 N·m) from 9:1 compression. This was again the only engine on the new 1984 Vette, at 205 hp (153 kW) and 290 lb·ft (393 N·m). The L83 added Cross-Fire fuel injection (twin throttle-body fuel injection).

The LM1 is the base 5.7 L (350 cu in) with a 4-barrel carburetor (usually with a Rochester Quadrajet) in passenger cars until 1988. Throughout its lifespan, it received either a points, electronic, and/or computer-controlled spark system, to conventional and feedback carburetors.

LM1s were superseded with the LO5 powerplant after 1988.

L05

The L05 was introduced in 1987 for use in Chevrolet/GMC trucks in both the GMT400 (introduced in April 1987 as 1988 models) and the R/V series trucks such as the K5 Blazer, Suburban, and rounded-era pickups formerly classed as the C/K until 1996 which includes chassis cabs and 4-door crew cabs. Although usage was for trucks, vans, and 9C1-optioned Caprices, the L05 was also used with the following vehicles:

L05 usage was replaced by the GM LT1 after 1993 in GM B-Bodies until production ceased in 1996.

In mid 1996 the L05 was equipped with Vortec heads used in the 1996 G30.

L31

The L31 replaced the LO5 in 1996 - known as the Vortec 5700. Known as the GEN 1+, this was the final incarnation of the 1955-vintage small block, ending production in 2005 with the last vehicle being a Kodiak/Topkick HD truck. Volvo Penta and Mercury Marine still produces the L31. The "MARINE" intake is a potential upgrade for L31 trucks.

I feel that it is MORE than appropriate to bring this back. Ladies and gentlemen, may I present to you:

A BRIEF HISTORY OF THE CHEVROLET SMALL-BLOCK V-8.

Chevrolet's small-block V8 is a famous automobile engine. Nicknamed "mouse motor" (opposed to the big block engine, nicknamed "rat") for its compact dimensions compared to other V8 engines of the time, production began in 1955 with the 265 engine. By 1957 it had grown to 283 cu in (4.6 L), and with the optional Rochester mechanical fuel injection, it became one of the first production engines ever to make one horsepower per cubic inch. This engine was used to power the Corvette, and the Bel Air at that time. It would later be extended to other vehicles as well, and replace the old style 265 V8s. The displacement changed over the years, eventually reaching 400 cu in (6.6 L), but none caught on like the 350 cu in (5.7 L) small-block. This engine is still in production today at General Motors Toluca, Mexico plant (primarily for the GM over-the-counter Goodwrench powerplants), but is no longer offered in current model year vehicles since the year 2004. Its production numbers were impressive, with more than 90,000,000 built. It has been produced in carbureted, mechanical fuel injection, and electronic fuel injection forms.

From 1955-74, the small-block engine was known as the "Turbo-Fire V8".

Although Buick, Cadillac, Oldsmobile, and Pontiac also designed V8 engines (see list of GM engines), it was Chevrolet's 350 cu in (5.7 L) small-block that became the GM corporate standard. Over the years, every American General Motors division except Saturn used the Chevrolet small-block, and its descendants (see GM LT engine and GM LS engine) continue as the company's mainstream V8 design today.

The small-block was on the Ward's 10 Best Engines of the 20th Century list.

Chevrolet tested the small-block twice with no water and no oil at wide-open throttle. The first time it lasted an hour and 15 minutes and the second time it lasted two hours.

Major Versions

Generation 1

The original design of the small block remained remarkably unchanged for its production run, which began in 1955 and ended, in passenger vehicles, in 2003. The engine is still being built today for many aftermarket applications, both to replace worn-out older engines and also by many builders as high-performance applications. There were, however many minor changes made to the engine over the years; these changes are listed below.

* 1955 - The first year of introduction in 265 cu in (4.3 L) only. As was fairly common for the time, no provision for an oil filter was included in the engine design. * 1956 - Oil filtration was introduced, using a sock style filter in a canister. * 1957 - The engine came with only front mounts, the side mount bosses were present but not drilled and tapped leaving its retrofitting problematic. * 1962 - The block's cylinder wall casting was revised to allow four inch bores. Previously, only certain years of the 283 engine (1958-1962) could be bored safely to four inches. * 1968 - The main journal diameter was increased to 2.45 in from 2.30 in and the connecting rod journal diameter was increased to 2.10 in from 2.00 in. This allowed the use of cast iron crankshafts as the previous parts were made of forged steel. The rod bolts were changed from 11/32 in. diameter to 3/8 inch. Additionally, the canister/sock style oil filter was now converted to use spin on filters. The oil fill location was moved from a tube on the front of the intake manifold to a cap on either side valve cover. * 1987 - The valve cover surfaces were changed such that cylinder head mounting lip was raised and the bolt location was moved from 4 bolts on the perimeter, to 4 bolts down the centerline of the valve cover (this design debuted on the Corvette in 1985, and Chevrolet 4.3 L the year before). The rear main seal was changed from a 2-piece rubber design to a 1-piece rubber design that used a mounting appliance to hold it in place. This necessitated a change in the flywheel/flexplate bolt pattern as well. Also changed were the mounting angles of the center 2 bolts on each side of the intake manifold (from 90 degrees to 73 degrees) and the lifter bosses were increased in height to accept roller lifters. The alloy heads for use in the Corvette still retain the non-angled bolts (center 2 bolts attaching to the intake). Also all carburetors were done away with and replaced by TBI (throttle-body injection) fuel injection that acts some what like a carburetor. * 1996 - This was the last change for the Generation I engine, and continued through the end of the production run in 2003; all 1997-2003 Generation I engines were Vortec truck engines. The cylinder heads were redesigned using improved ports and combustion chambers similar to those in the Generation II LT1. This change resulted in significant power increases.

SB2 and SB2.2

(Small Block/second generation) This engine was produced from 1996 to the present for racing applications only. The cylinder heads were redesigned and the lifter bores were offset. The valve sequence for each head was changed from the traditional E-I-I-E-E-I-I-E to a new I-E-I-E-E-I-E-I and because of this the camshaft was redesigned.

Generation IILT1 from a 1993 Chevrolet Camaro Z28

See the GM LT engine page for more information on the Generation II small-block V8s, which differ mainly in their reverse-flow cooling system.

Generation III / IVLS1 from a 1998 Chevrolet Camaro Z28

See the GM LS engine page for more information on the current family of General Motors small-block V8s.

Early Small Blocks

The first small block Chevrolet V-8 was a 265 cu in (4.3 L) engine that was developed in 1955 for the Corvette. Displacement and power eventually reached 327 cu in (5.4 L) and 375 hp (280 kW) (in prototypes) before the Corvette switched to Chevrolet big-block power. Although less powerful than big blocks, small block engines have remained popular due to their lower cost (including the cost of performance add-ons) and solid performance and reliability.

265

The 265 cu in (4.3 L) V8 was the first Chevrolet small block. Designed by Ed Cole's group at Chevrolet, it filled the power gap in the 1955 Corvette lineup, producing an impressive 250 hp (186 kW). The little engine went from drawings to production in just 15 weeks. Besides its compact dimensions, the small-block was known for its novel green-sand foundry construction process.

Dimensions were oversquare - 3.75 in (95 mm) bore and 3 in (76 mm) stroke. The small-block's 4.4 in (111.8 mm) bore spacing would continue in use for decades. It was a pushrod cast-iron engine with hydraulic lifters and a 2-barrel or 4-barrel Rochester carburetor. The 1955 conventional passenger car version produced 162 hp (121 kW) with a 2-barrel carburetor, or could be upgraded at extra cost to a "Power Pack" version conservatively rated at 180 hp (134 kW) with a four-barrel Rochester and dual exhaust. The first production year of this engine had no provision for oil filtration built into the block; however, an add-on filter mounted on the thermostat housing was installed during production. Due to the lack of adequate oil filtration provisions, the '55 model year block is typically only desirable to period collectors.

The 283 cu in (4.6 L) V8 was introduced in 1957. It was a version of the 265 cu in (4.3 L) with a larger bore at 3.87 in (98 mm). There were five different versions ranging from 185 hp (138 kW) to 283 hp (211 kW) depending on whether a single carb, twin carbs, or fuel injection was used. Power was up a bit each year for 1958, 1959, and 1960.

The 1957 engine featured Ramjet mechanical fuel injection, allowing the engine to produce 1 hp (1 kW) per cubic inch, an impressive feat at the time. For 1961, an amazing 315 hp (235 kW) was available from this unit.

* 1957-1962 Chevrolet Corvette

302

Chevrolet produced a special 302 cu in (4.9 L) engine for Trans Am racing from 1967-1969. It was the product of placing the 3-inch stroke crankshaft from a 283 into a 4-inch bore 327 block. This engine was mostly used in the first-generation Camaro Z28. Just over 100 DZ block 302 engines were used in the, unique to South Africa, Chevrolet Firenza Can Am. Conservatively rated at 290 hp (216 kW), actual output was around 360 hp (268 kW). This block is one of 3 displacements that underwent a transformation for the 1968/1969 period when the main bearing size was increased from 2.30 in to 2.45 in.

307

A 307 cu in (5 L) version was produced from 1968 through 1973. Engine bore was 3.875 inches (98.4 mm) with a 3.25-inch (82.6 mm) stroke.

The 307 replaced the 283 in Chevrolet cars and produced 200 hp (149 kW) SAE gross at 4600 rpm and 300 lb·ft (407 N·m) of torque at 2400 rpm in the 1960s. The later emissions-modified versions produced just 115 hp (86 kW) SAE net, giving the engine one of the lowest power-per-displacement ratings of all time. Chevrolet never produced a high-performance version of this engine, though they did produce, for Outboard Marine Corporation, a high-performance marinized 307, rated at 235 hp (175 kW) and 245 hp (183 kW) SAE gross, depending on year, that shipped with the Corvette/Z-28's cast aluminum valve covers and Rochester QuadraJet carb. Chevy also built other versions of the OMC 307 rated at 210 hp (157 kW), 215 hp (160 kW) and 225 hp (168 kW) SAE gross.

One of the biggest myths about the 307 is that all the blocks were cast with a very low nickel content. However, some 307 blocks, such as casting number 3970020 with suffix VxxxxTHA (x's in place for date), had 010 and 020 stamped under the timing chain cover indicating high tin and nickel content.

327

The 327 cu in (5.4 L) V8, introduced in 1962, had a bore and stroke of 4 in (102 mm) by 3.25 in. Power ranged from 250 hp (186 kW) to 375 hp (280 kW) depending on the choice of carburetor or fuel injection, camshaft, cylinder heads, pistons and intake manifold. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 lb·ft (466 N·m) with single Carter 4-brl, and 360 hp (268 kW), 352 lb·ft (477 N·m) with Rochester mechanical fuel injection. In 1964, horsepower increased to 365 hp (272 kW) for the now dubbed L79 version, and 375 hp (280 kW) for the fuel injected L84 respectively, making the L84 the most powerful naturally aspirated, single-cam, production small block V8 until the appearance of the 385 hp (287 kW), 385 lb·ft (522 N·m) Generation III LS6 in 2001. * L79, L84 1963-1965; Chevrolet Corvette. This block is one of three displacements that under went a major change in 1968/1969 when the main bearing size was increased from 2.30 to 2.4 inches (58.4–61.0 mm). In 1965 the SS malibu choice of the 327/350 hp know as the "L79", with a aluminum manifold, holley squarebore carb, chrome valve covers, a huge 8" balancer, huge 2.02" intake valves and could only be ordered with a 4 speed trans.

400

A 400 cu in (6.6 L) small-block was introduced in 1970 and produced for 10 years. It had a 4.125-inch (104.8 mm) bore and a 3.75-inch (95.3 mm) stroke. Initial output was 265 hp (198 kW) and was only available equipped with a 2-barrel carburetor. In 1974 a 4-barrel version of the 400 was introduced,while the 2-barrel version stopped production in 1975. 1976 was the last year that the 400 was used in a Chevrolet Passenger car, available in both the A-Body and B-Body line. While popular with circle-track racers, the engine was prone to cooling troubles if cylinder heads without steam holes were used. they mostly put out 250 hp stock.

Later Small Blocks

This section documents the odd-size small blocks developed after the 350 appeared in 1969. Many of these basic blocks are variations of the 350 design.

262

The 262 was a 262 cu in (4.3 L) 90° pushrod V8 with an iron block and heads. Bore and stroke were 3.67 in (93 mm) by 3.10 in (78.7 mm). Power output for 1975 was 110 hp (82 kW) and 195 lb·ft (264 N·m). The 262 was underpowered and was replaced by the 305 the following year.

This was Chevrolet's second 4.3 L-displacement powerplant; two other Chevrolet engines displaced 4.3 L: the Vortec 4300 (based on the Chevrolet 350, with two cylinders removed), and a derivative of the LT1 known as the L99 (using the 305's 3.736-inch bore, 5.94-inch connecting rods, and a 3-inch crankshaft stroke).

This engine was used in the following cars:

* 1975-1976 Chevrolet Monza * 1975 Chevrolet Nova

267

The 267 was introduced in 1979 for GM F-Body(Camaro), G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impala and Caprice models). The 267 cu in (4.4 L) had the 350's crankshaft stroke of 3.48" and the smallest bore of any small-block, 3.500 in. The 3.500" bore was also used on the 200 cu in (3.3 L) V6, which was introduced a year earlier. (The 200 was a Chevrolet V6 engine based on the small block with the #3 and #6 cylinders removed).

It was available with a Rochester Dualjet 210 - effectively a Rochester Quadrajet with no rear barrels. After 1980, electronic feedback carburetion was used on the 267.

While similar in displacement to the other 4.3-4.4 L V8 engines produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other engines and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 cu in (5 L) as its base V8 engine.

305

The 305 variant of the small-block Chevrolet had a displacement of 305 cu in (5 L) with a 3.736-inch (95 mm) bore and 3.48-inch (88.4 mm) stroke. The 262 was considered underpowered for use in vehicles with a wheelbase greater than 110 inches, so GM engineers decided to increase the bore diameter from 3.671 to 3.736 inches (93.2–94.9 mm) and increase the stroke from 3.10 to 3.48 inches (78.7–88.4 mm) (from the 350). Some performance enthusiasts have noted a marked resistance to performance upgrades on the 305 because of its small bore, poor selection of aftermarket cylinder heads, and the relatively high availability of 350 cu in (5.7 L) engines.

The LG4 was the "low output" 305 cu in (5 L) (compared to the L69). It produced 150 hp (112 kW)-170 hp (127 kW) and 240 lb·ft (325 N·m)-250 lb·ft (339 N·m). The addition of a knock sensor for the engine management system in 1985 allowed an increase in compression and a more aggressive spark timing map in the ECM. As a result power increased for the 1985 models to 165 hp (123 kW) from the 150 hp (112 kW) rating in 1984.

L69

Years: 1983-1986

The L69 was the last true H.O. engine. The High Output 5 L (305 cu in) , featuring higher compression of 9.5:1 with heads of the to-be-discontinued LU5 Cross-Fire fuel injection engine, and utilizing camshaft and 4" catalytic converter of the 5.7 L (350 cu in) L83 which was used on the Corvette of 1982 and 1984. Complete with a 2.75 inch exhaust system, topped by a recalibrated 4-barrel carburetor, dual snorkel air cleaner assembly, aluminum intake manifold, aluminum flywheel, electric cooling fan, and furthermore a knock sensor including more aggressive spark timing, this engine produced 190 hp (142 kW) @ 4800 and 240 lb·ft (325 N·m) of torque @ 3200 rpm. In most cases, being mated to a 3.73 or 3:42 ratio limited slip rear axle and a T5 5-speed or 700R4 automatic, this engine provided its driver with a wide range of rpm to play in.

The L03 was the "low output" 5 L (305 cu in) (compared to the 305 TPI LB9). It produced 170 hp (127 kW) and 255 lb·ft (346 N·m) of torque (190 hp (142 kW) at 4,400 rpm and 275 lb·ft (373 N·m) at 2,400 in 1993-1995 GM trucks). This engine used throttle-body fuel injection. The TBI uses a unique injector firing scheme, for every rotation of the engine, each injector fired twice.

LB9

Years: 1985-1992

Introduced in 1985, the LB9 was the first Chevrolet small block to have tuned-port fuel injection (TPI). It was introduced with 215 hp (160 kW) and 275 lb·ft (373 N·m) and varied between 190 hp (142 kW)-230 hp (172 kW) (with 275 lb·ft (373 N·m)-300 lb·ft (407 N·m) of torque) over the years offered. It was an option on all 1985-1992 Chevrolet Camaro & Pontiac Firebird models.

The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265 cu in (4.3 L) V8. But it was the 350 cu in (5.7 L) series that came to be emblematic of the Chevrolet small block V8 engine. The engine's physical dimensions (oversquare 4.00-inch bore and 3.48-inch stroke, 102 mm by 88 mm) are nearly identical to the 400 hp (298 kW) LS2 engine of today, but much has changed. It is by far the most widely used Chevrolet small-block; it has been installed in everything from station wagons to sports cars, in commercial vehicles, and even in boats and (in highly modified form) airplanes.

First usage of the 350 was in the 1967 Chevrolet Camaro and 1968 Nova producing 295 horsepower (gross); other Chevrolet vehicle lines followed suit in the year 1969.

The GM Goodwrench 350 crate engine comes in several variations. The lowest priced uses the pre-1986 four-bolt casting molds with two dipstick locations; pre-1980 on the driver's side and post-1980 on the passenger's side. This engine was produced in Mexico since 1981 as the Targetmaster 350, and now the GM Goodwrench 350.

ZQ3

Years: 1969, 1970, 1972-1975

The ZQ3 was the standard engine in the 1969-1970 Chevrolet Corvette. It was a 300 hp (224 kW) version of the 350 cu in (5.7 L) small-block, with 10.25:1 compression and hydraulic lifters. It used a Rochester "4MV" Quadra-Jet 4-barrel carburetor. This was the first block produced that featured the larger 2.45 inch main bearing versus the older 2.30 inch main bearing in 1968/1969.

The L46 was an optional engine on the 1969-1970 Chevrolet Corvette. It was a 350 hp (261 kW), 380 lb·ft (515 N·m) version of the ZQ3 with higher 11:1 compression.

LT-1LT-1 from a 1970 Chevrolet Camaro Z28

Years: 1970-1972

The LT-1 was the ultimate 350 cu in (5.7 L) V8, becoming available in 1970. It used solid lifters, 11:1 compression, a high-performance camshaft, and a Holley four-barrel carburetor on a special aluminum intake to produce 370 hp (276 kW) and 380 lb·ft (515 N·m). It was available on the Corvette and Camaro Z28. Power was down in 1971 to 330 hp (246 kW) and 360 lb·ft (488 N·m) with 9:1 compression, and again in 1972 (the last year of the LT-1) to 255 hp (190 kW) and 280 lb·ft (380 N·m).

There was also a later small-block engine called the "LT1".

L48

Years: 1967-1980

The L-48 is the original 350 cu in (5.7 L), available only in the Camaro or Chevy II/Nova in '67 & '68. In '69 it was used in almost everything; Camaros, Corvettes, Impalas, Chevelles & Novas. From '75-'80 it was available only in the Corvette. L-48's use a Hyd Cam, 4bbl Qjet, Cast pistons, 2 bolt main caps, "Pink" Rods, #0014 Blocks & #993 heads. Power output ranges from 300HP(gross) down to 175HP(net).

The L48 was the standard engine in the 1971 Chevrolet Corvette. It produced 270 hp (201 kW) and 360 lb·ft (488 N·m) with an 8.5:1 compression ratio.

In 1972 the only way to get a L48 (4bbl V8) in a Chevy Nova was to get the Super Sport Package. This is indicated by the 5th digit in the VIN being a "K". 1972 was the only year you could verify the Super Sport package by the VIN.

In 1973 the "L-48" had cold air induction (throttle activated) and developed 190 hp (142 kW) (net). Beginning in 1974 the hp was reduced for several years until it reached a low of 165 hp (123 kW) (net) in 1975, before rising again.

The L81 was the only 5.7 L (350 cu in) Corvette engine for 1981. It produced 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression, exactly the same as the 1980 L48, but added computer control spark advance, replacing the vacuum advance.

L83

Years: 1982, 1984

The 1982 L83 was again the only Corvette engine (and only available with an automatic transmission) producing 200 hp (149 kW) and 285 lb·ft (386 N·m) from 9:1 compression. This was again the only engine on the new 1984 Vette, at 205 hp (153 kW) and 290 lb·ft (393 N·m). The L83 added Cross-Fire fuel injection (twin throttle-body fuel injection).

The LM1 is the base 5.7 L (350 cu in) with a 4-barrel carburetor (usually with a Rochester Quadrajet) in passenger cars until 1988. Throughout its lifespan, it received either a points, electronic, and/or computer-controlled spark system, to conventional and feedback carburetors.

LM1s were superseded with the LO5 powerplant after 1988.

L05

The L05 was introduced in 1987 for use in Chevrolet/GMC trucks in both the GMT400 (introduced in April 1987 as 1988 models) and the R/V series trucks such as the K5 Blazer, Suburban, and rounded-era pickups formerly classed as the C/K until 1996 which includes chassis cabs and 4-door crew cabs. Although usage was for trucks, vans, and 9C1-optioned Caprices, the L05 was also used with the following vehicles:

L05 usage was replaced by the GM LT1 after 1993 in GM B-Bodies until production ceased in 1996.

In mid 1996 the L05 was equipped with Vortec heads used in the 1996 G30.

L31

The L31 replaced the LO5 in 1996 - known as the Vortec 5700. Known as the GEN 1+, this was the final incarnation of the 1955-vintage small block, ending production in 2005 with the last vehicle being a Kodiak/Topkick HD truck. Volvo Penta and Mercury Marine still produces the L31. The "MARINE" intake is a potential upgrade for L31 trucks.

Chevrolet's small-block V8 is a famous automobile engine. Nicknamed "mouse motor" (opposed to the big block engine, nicknamed "rat") for its compact dimensions compared to other V8 engines of the time, production began in 1955 with the 265 engine. By 1957 it had grown to 283 cu in (4.6 L), and with the optional Rochester mechanical fuel injection, it became one of the first production engines ever to make one horsepower per cubic inch. This engine was used to power the Corvette, and the Bel Air at that time. It would later be extended to other vehicles as well, and replace the old style 265 V8s. The displacement changed over the years, eventually reaching 400 cu in (6.6 L), but none caught on like the 350 cu in (5.7 L) small-block. This engine is still in production today at General Motors Toluca, Mexico plant (primarily for the GM over-the-counter Goodwrench powerplants), but is no longer offered in current model year vehicles since the year 2004. Its production numbers were impressive, with more than 90,000,000 built. It has been produced in carbureted, mechanical fuel injection, and electronic fuel injection forms.

From 1955-74, the small-block engine was known as the "Turbo-Fire V8".

Although Buick, Cadillac, Oldsmobile, and Pontiac also designed V8 engines (see list of GM engines), it was Chevrolet's 350 cu in (5.7 L) small-block that became the GM corporate standard. Over the years, every American General Motors division except Saturn used the Chevrolet small-block, and its descendants (see GM LT engine and GM LS engine) continue as the company's mainstream V8 design today.

The small-block was on the Ward's 10 Best Engines of the 20th Century list.

Chevrolet tested the small-block twice with no water and no oil at wide-open throttle. The first time it lasted an hour and 15 minutes and the second time it lasted two hours.

Major Versions

Generation 1

The original design of the small block remained remarkably unchanged for its production run, which began in 1955 and ended, in passenger vehicles, in 2003. The engine is still being built today for many aftermarket applications, both to replace worn-out older engines and also by many builders as high-performance applications. There were, however many minor changes made to the engine over the years; these changes are listed below.

* 1955 - The first year of introduction in 265 cu in (4.3 L) only. As was fairly common for the time, no provision for an oil filter was included in the engine design. * 1956 - Oil filtration was introduced, using a sock style filter in a canister. * 1957 - The engine came with only front mounts, the side mount bosses were present but not drilled and tapped leaving its retrofitting problematic. * 1962 - The block's cylinder wall casting was revised to allow four inch bores. Previously, only certain years of the 283 engine (1958-1962) could be bored safely to four inches. * 1968 - The main journal diameter was increased to 2.45 in from 2.30 in and the connecting rod journal diameter was increased to 2.10 in from 2.00 in. This allowed the use of cast iron crankshafts as the previous parts were made of forged steel. The rod bolts were changed from 11/32 in. diameter to 3/8 inch. Additionally, the canister/sock style oil filter was now converted to use spin on filters. The oil fill location was moved from a tube on the front of the intake manifold to a cap on either side valve cover. * 1987 - The valve cover surfaces were changed such that cylinder head mounting lip was raised and the bolt location was moved from 4 bolts on the perimeter, to 4 bolts down the centerline of the valve cover (this design debuted on the Corvette in 1985, and Chevrolet 4.3 L the year before). The rear main seal was changed from a 2-piece rubber design to a 1-piece rubber design that used a mounting appliance to hold it in place. This necessitated a change in the flywheel/flexplate bolt pattern as well. Also changed were the mounting angles of the center 2 bolts on each side of the intake manifold (from 90 degrees to 73 degrees) and the lifter bosses were increased in height to accept roller lifters. The alloy heads for use in the Corvette still retain the non-angled bolts (center 2 bolts attaching to the intake). Also all carburetors were done away with and replaced by TBI (throttle-body injection) fuel injection that acts some what like a carburetor. * 1996 - This was the last change for the Generation I engine, and continued through the end of the production run in 2003; all 1997-2003 Generation I engines were Vortec truck engines. The cylinder heads were redesigned using improved ports and combustion chambers similar to those in the Generation II LT1. This change resulted in significant power increases.

SB2 and SB2.2

(Small Block/second generation) This engine was produced from 1996 to the present for racing applications only. The cylinder heads were redesigned and the lifter bores were offset. The valve sequence for each head was changed from the traditional E-I-I-E-E-I-I-E to a new I-E-I-E-E-I-E-I and because of this the camshaft was redesigned.

Generation IILT1 from a 1993 Chevrolet Camaro Z28

See the GM LT engine page for more information on the Generation II small-block V8s, which differ mainly in their reverse-flow cooling system.

Generation III / IVLS1 from a 1998 Chevrolet Camaro Z28

See the GM LS engine page for more information on the current family of General Motors small-block V8s.

Early Small Blocks

The first small block Chevrolet V-8 was a 265 cu in (4.3 L) engine that was developed in 1955 for the Corvette. Displacement and power eventually reached 327 cu in (5.4 L) and 375 hp (280 kW) (in prototypes) before the Corvette switched to Chevrolet big-block power. Although less powerful than big blocks, small block engines have remained popular due to their lower cost (including the cost of performance add-ons) and solid performance and reliability.

265

The 265 cu in (4.3 L) V8 was the first Chevrolet small block. Designed by Ed Cole's group at Chevrolet, it filled the power gap in the 1955 Corvette lineup, producing an impressive 250 hp (186 kW). The little engine went from drawings to production in just 15 weeks. Besides its compact dimensions, the small-block was known for its novel green-sand foundry construction process.

Dimensions were oversquare - 3.75 in (95 mm) bore and 3 in (76 mm) stroke. The small-block's 4.4 in (111.8 mm) bore spacing would continue in use for decades. It was a pushrod cast-iron engine with hydraulic lifters and a 2-barrel or 4-barrel Rochester carburetor. The 1955 conventional passenger car version produced 162 hp (121 kW) with a 2-barrel carburetor, or could be upgraded at extra cost to a "Power Pack" version conservatively rated at 180 hp (134 kW) with a four-barrel Rochester and dual exhaust. The first production year of this engine had no provision for oil filtration built into the block; however, an add-on filter mounted on the thermostat housing was installed during production. Due to the lack of adequate oil filtration provisions, the '55 model year block is typically only desirable to period collectors.

The 283 cu in (4.6 L) V8 was introduced in 1957. It was a version of the 265 cu in (4.3 L) with a larger bore at 3.87 in (98 mm). There were five different versions ranging from 185 hp (138 kW) to 283 hp (211 kW) depending on whether a single carb, twin carbs, or fuel injection was used. Power was up a bit each year for 1958, 1959, and 1960.

The 1957 engine featured Ramjet mechanical fuel injection, allowing the engine to produce 1 hp (1 kW) per cubic inch, an impressive feat at the time. For 1961, an amazing 315 hp (235 kW) was available from this unit.

* 1957-1962 Chevrolet Corvette

302

Chevrolet produced a special 302 cu in (4.9 L) engine for Trans Am racing from 1967-1969. It was the product of placing the 3-inch stroke crankshaft from a 283 into a 4-inch bore 327 block. This engine was mostly used in the first-generation Camaro Z28. Just over 100 DZ block 302 engines were used in the, unique to South Africa, Chevrolet Firenza Can Am. Conservatively rated at 290 hp (216 kW), actual output was around 360 hp (268 kW). This block is one of 3 displacements that underwent a transformation for the 1968/1969 period when the main bearing size was increased from 2.30 in to 2.45 in.

307

A 307 cu in (5 L) version was produced from 1968 through 1973. Engine bore was 3.875 inches (98.4 mm) with a 3.25-inch (82.6 mm) stroke.

The 307 replaced the 283 in Chevrolet cars and produced 200 hp (149 kW) SAE gross at 4600 rpm and 300 lb·ft (407 N·m) of torque at 2400 rpm in the 1960s. The later emissions-modified versions produced just 115 hp (86 kW) SAE net, giving the engine one of the lowest power-per-displacement ratings of all time. Chevrolet never produced a high-performance version of this engine, though they did produce, for Outboard Marine Corporation, a high-performance marinized 307, rated at 235 hp (175 kW) and 245 hp (183 kW) SAE gross, depending on year, that shipped with the Corvette/Z-28's cast aluminum valve covers and Rochester QuadraJet carb. Chevy also built other versions of the OMC 307 rated at 210 hp (157 kW), 215 hp (160 kW) and 225 hp (168 kW) SAE gross.

One of the biggest myths about the 307 is that all the blocks were cast with a very low nickel content. However, some 307 blocks, such as casting number 3970020 with suffix VxxxxTHA (x's in place for date), had 010 and 020 stamped under the timing chain cover indicating high tin and nickel content.

327

The 327 cu in (5.4 L) V8, introduced in 1962, had a bore and stroke of 4 in (102 mm) by 3.25 in. Power ranged from 250 hp (186 kW) to 375 hp (280 kW) depending on the choice of carburetor or fuel injection, camshaft, cylinder heads, pistons and intake manifold. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 lb·ft (466 N·m) with single Carter 4-brl, and 360 hp (268 kW), 352 lb·ft (477 N·m) with Rochester mechanical fuel injection. In 1964, horsepower increased to 365 hp (272 kW) for the now dubbed L79 version, and 375 hp (280 kW) for the fuel injected L84 respectively, making the L84 the most powerful naturally aspirated, single-cam, production small block V8 until the appearance of the 385 hp (287 kW), 385 lb·ft (522 N·m) Generation III LS6 in 2001. * L79, L84 1963-1965; Chevrolet Corvette. This block is one of three displacements that under went a major change in 1968/1969 when the main bearing size was increased from 2.30 to 2.4 inches (58.4–61.0 mm). In 1965 the SS malibu choice of the 327/350 hp know as the "L79", with a aluminum manifold, holley squarebore carb, chrome valve covers, a huge 8" balancer, huge 2.02" intake valves and could only be ordered with a 4 speed trans.

400

A 400 cu in (6.6 L) small-block was introduced in 1970 and produced for 10 years. It had a 4.125-inch (104.8 mm) bore and a 3.75-inch (95.3 mm) stroke. Initial output was 265 hp (198 kW) and was only available equipped with a 2-barrel carburetor. In 1974 a 4-barrel version of the 400 was introduced,while the 2-barrel version stopped production in 1975. 1976 was the last year that the 400 was used in a Chevrolet Passenger car, available in both the A-Body and B-Body line. While popular with circle-track racers, the engine was prone to cooling troubles if cylinder heads without steam holes were used. they mostly put out 250 hp stock.

Later Small Blocks

This section documents the odd-size small blocks developed after the 350 appeared in 1969. Many of these basic blocks are variations of the 350 design.

262

The 262 was a 262 cu in (4.3 L) 90° pushrod V8 with an iron block and heads. Bore and stroke were 3.67 in (93 mm) by 3.10 in (78.7 mm). Power output for 1975 was 110 hp (82 kW) and 195 lb·ft (264 N·m). The 262 was underpowered and was replaced by the 305 the following year.

This was Chevrolet's second 4.3 L-displacement powerplant; two other Chevrolet engines displaced 4.3 L: the Vortec 4300 (based on the Chevrolet 350, with two cylinders removed), and a derivative of the LT1 known as the L99 (using the 305's 3.736-inch bore, 5.94-inch connecting rods, and a 3-inch crankshaft stroke).

This engine was used in the following cars:

* 1975-1976 Chevrolet Monza * 1975 Chevrolet Nova

267

The 267 was introduced in 1979 for GM F-Body(Camaro), G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impala and Caprice models). The 267 cu in (4.4 L) had the 350's crankshaft stroke of 3.48" and the smallest bore of any small-block, 3.500 in. The 3.500" bore was also used on the 200 cu in (3.3 L) V6, which was introduced a year earlier. (The 200 was a Chevrolet V6 engine based on the small block with the #3 and #6 cylinders removed).

It was available with a Rochester Dualjet 210 - effectively a Rochester Quadrajet with no rear barrels. After 1980, electronic feedback carburetion was used on the 267.

While similar in displacement to the other 4.3-4.4 L V8 engines produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other engines and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 cu in (5 L) as its base V8 engine.

305

The 305 variant of the small-block Chevrolet had a displacement of 305 cu in (5 L) with a 3.736-inch (95 mm) bore and 3.48-inch (88.4 mm) stroke. The 262 was considered underpowered for use in vehicles with a wheelbase greater than 110 inches, so GM engineers decided to increase the bore diameter from 3.671 to 3.736 inches (93.2–94.9 mm) and increase the stroke from 3.10 to 3.48 inches (78.7–88.4 mm) (from the 350). Some performance enthusiasts have noted a marked resistance to performance upgrades on the 305 because of its small bore, poor selection of aftermarket cylinder heads, and the relatively high availability of 350 cu in (5.7 L) engines.

The LG4 was the "low output" 305 cu in (5 L) (compared to the L69). It produced 150 hp (112 kW)-170 hp (127 kW) and 240 lb·ft (325 N·m)-250 lb·ft (339 N·m). The addition of a knock sensor for the engine management system in 1985 allowed an increase in compression and a more aggressive spark timing map in the ECM. As a result power increased for the 1985 models to 165 hp (123 kW) from the 150 hp (112 kW) rating in 1984.

L69

Years: 1983-1986

The L69 was the last true H.O. engine. The High Output 5 L (305 cu in) , featuring higher compression of 9.5:1 with heads of the to-be-discontinued LU5 Cross-Fire fuel injection engine, and utilizing camshaft and 4" catalytic converter of the 5.7 L (350 cu in) L83 which was used on the Corvette of 1982 and 1984. Complete with a 2.75 inch exhaust system, topped by a recalibrated 4-barrel carburetor, dual snorkel air cleaner assembly, aluminum intake manifold, aluminum flywheel, electric cooling fan, and furthermore a knock sensor including more aggressive spark timing, this engine produced 190 hp (142 kW) @ 4800 and 240 lb·ft (325 N·m) of torque @ 3200 rpm. In most cases, being mated to a 3.73 or 3:42 ratio limited slip rear axle and a T5 5-speed or 700R4 automatic, this engine provided its driver with a wide range of rpm to play in.

The L03 was the "low output" 5 L (305 cu in) (compared to the 305 TPI LB9). It produced 170 hp (127 kW) and 255 lb·ft (346 N·m) of torque (190 hp (142 kW) at 4,400 rpm and 275 lb·ft (373 N·m) at 2,400 in 1993-1995 GM trucks). This engine used throttle-body fuel injection. The TBI uses a unique injector firing scheme, for every rotation of the engine, each injector fired twice.

LB9

Years: 1985-1992

Introduced in 1985, the LB9 was the first Chevrolet small block to have tuned-port fuel injection (TPI). It was introduced with 215 hp (160 kW) and 275 lb·ft (373 N·m) and varied between 190 hp (142 kW)-230 hp (172 kW) (with 275 lb·ft (373 N·m)-300 lb·ft (407 N·m) of torque) over the years offered. It was an option on all 1985-1992 Chevrolet Camaro & Pontiac Firebird models.

The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265 cu in (4.3 L) V8. But it was the 350 cu in (5.7 L) series that came to be emblematic of the Chevrolet small block V8 engine. The engine's physical dimensions (oversquare 4.00-inch bore and 3.48-inch stroke, 102 mm by 88 mm) are nearly identical to the 400 hp (298 kW) LS2 engine of today, but much has changed. It is by far the most widely used Chevrolet small-block; it has been installed in everything from station wagons to sports cars, in commercial vehicles, and even in boats and (in highly modified form) airplanes.

First usage of the 350 was in the 1967 Chevrolet Camaro and 1968 Nova producing 295 horsepower (gross); other Chevrolet vehicle lines followed suit in the year 1969.

The GM Goodwrench 350 crate engine comes in several variations. The lowest priced uses the pre-1986 four-bolt casting molds with two dipstick locations; pre-1980 on the driver's side and post-1980 on the passenger's side. This engine was produced in Mexico since 1981 as the Targetmaster 350, and now the GM Goodwrench 350.

ZQ3

Years: 1969, 1970, 1972-1975

The ZQ3 was the standard engine in the 1969-1970 Chevrolet Corvette. It was a 300 hp (224 kW) version of the 350 cu in (5.7 L) small-block, with 10.25:1 compression and hydraulic lifters. It used a Rochester "4MV" Quadra-Jet 4-barrel carburetor. This was the first block produced that featured the larger 2.45 inch main bearing versus the older 2.30 inch main bearing in 1968/1969.

The L46 was an optional engine on the 1969-1970 Chevrolet Corvette. It was a 350 hp (261 kW), 380 lb·ft (515 N·m) version of the ZQ3 with higher 11:1 compression.

LT-1LT-1 from a 1970 Chevrolet Camaro Z28

Years: 1970-1972

The LT-1 was the ultimate 350 cu in (5.7 L) V8, becoming available in 1970. It used solid lifters, 11:1 compression, a high-performance camshaft, and a Holley four-barrel carburetor on a special aluminum intake to produce 370 hp (276 kW) and 380 lb·ft (515 N·m). It was available on the Corvette and Camaro Z28. Power was down in 1971 to 330 hp (246 kW) and 360 lb·ft (488 N·m) with 9:1 compression, and again in 1972 (the last year of the LT-1) to 255 hp (190 kW) and 280 lb·ft (380 N·m).

There was also a later small-block engine called the "LT1".

L48

Years: 1967-1980

The L-48 is the original 350 cu in (5.7 L), available only in the Camaro or Chevy II/Nova in '67 & '68. In '69 it was used in almost everything; Camaros, Corvettes, Impalas, Chevelles & Novas. From '75-'80 it was available only in the Corvette. L-48's use a Hyd Cam, 4bbl Qjet, Cast pistons, 2 bolt main caps, "Pink" Rods, #0014 Blocks & #993 heads. Power output ranges from 300HP(gross) down to 175HP(net).

The L48 was the standard engine in the 1971 Chevrolet Corvette. It produced 270 hp (201 kW) and 360 lb·ft (488 N·m) with an 8.5:1 compression ratio.

In 1972 the only way to get a L48 (4bbl V8) in a Chevy Nova was to get the Super Sport Package. This is indicated by the 5th digit in the VIN being a "K". 1972 was the only year you could verify the Super Sport package by the VIN.

In 1973 the "L-48" had cold air induction (throttle activated) and developed 190 hp (142 kW) (net). Beginning in 1974 the hp was reduced for several years until it reached a low of 165 hp (123 kW) (net) in 1975, before rising again.

The L81 was the only 5.7 L (350 cu in) Corvette engine for 1981. It produced 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression, exactly the same as the 1980 L48, but added computer control spark advance, replacing the vacuum advance.

L83

Years: 1982, 1984

The 1982 L83 was again the only Corvette engine (and only available with an automatic transmission) producing 200 hp (149 kW) and 285 lb·ft (386 N·m) from 9:1 compression. This was again the only engine on the new 1984 Vette, at 205 hp (153 kW) and 290 lb·ft (393 N·m). The L83 added Cross-Fire fuel injection (twin throttle-body fuel injection).

The LM1 is the base 5.7 L (350 cu in) with a 4-barrel carburetor (usually with a Rochester Quadrajet) in passenger cars until 1988. Throughout its lifespan, it received either a points, electronic, and/or computer-controlled spark system, to conventional and feedback carburetors.

LM1s were superseded with the LO5 powerplant after 1988.

L05

The L05 was introduced in 1987 for use in Chevrolet/GMC trucks in both the GMT400 (introduced in April 1987 as 1988 models) and the R/V series trucks such as the K5 Blazer, Suburban, and rounded-era pickups formerly classed as the C/K until 1996 which includes chassis cabs and 4-door crew cabs. Although usage was for trucks, vans, and 9C1-optioned Caprices, the L05 was also used with the following vehicles:

L05 usage was replaced by the GM LT1 after 1993 in GM B-Bodies until production ceased in 1996.

In mid 1996 the L05 was equipped with Vortec heads used in the 1996 G30.

L31

The L31 replaced the LO5 in 1996 - known as the Vortec 5700. Known as the GEN 1+, this was the final incarnation of the 1955-vintage small block, ending production in 2005 with the last vehicle being a Kodiak/Topkick HD truck. Volvo Penta and Mercury Marine still produces the L31. The "MARINE" intake is a potential upgrade for L31 trucks.

I feel that it is MORE than appropriate to bring this back. Ladies and gentlemen, may I present to you:

A BRIEF HISTORY OF THE CHEVROLET SMALL-BLOCK V-8.

Chevrolet's small-block V8 is a famous automobile engine. Nicknamed "mouse motor" (opposed to the big block engine, nicknamed "rat") for its compact dimensions compared to other V8 engines of the time, production began in 1955 with the 265 engine. By 1957 it had grown to 283 cu in (4.6 L), and with the optional Rochester mechanical fuel injection, it became one of the first production engines ever to make one horsepower per cubic inch. This engine was used to power the Corvette, and the Bel Air at that time. It would later be extended to other vehicles as well, and replace the old style 265 V8s. The displacement changed over the years, eventually reaching 400 cu in (6.6 L), but none caught on like the 350 cu in (5.7 L) small-block. This engine is still in production today at General Motors Toluca, Mexico plant (primarily for the GM over-the-counter Goodwrench powerplants), but is no longer offered in current model year vehicles since the year 2004. Its production numbers were impressive, with more than 90,000,000 built. It has been produced in carbureted, mechanical fuel injection, and electronic fuel injection forms.

From 1955-74, the small-block engine was known as the "Turbo-Fire V8".

Although Buick, Cadillac, Oldsmobile, and Pontiac also designed V8 engines (see list of GM engines), it was Chevrolet's 350 cu in (5.7 L) small-block that became the GM corporate standard. Over the years, every American General Motors division except Saturn used the Chevrolet small-block, and its descendants (see GM LT engine and GM LS engine) continue as the company's mainstream V8 design today.

The small-block was on the Ward's 10 Best Engines of the 20th Century list.

Chevrolet tested the small-block twice with no water and no oil at wide-open throttle. The first time it lasted an hour and 15 minutes and the second time it lasted two hours.

Major Versions

Generation 1

The original design of the small block remained remarkably unchanged for its production run, which began in 1955 and ended, in passenger vehicles, in 2003. The engine is still being built today for many aftermarket applications, both to replace worn-out older engines and also by many builders as high-performance applications. There were, however many minor changes made to the engine over the years; these changes are listed below.

* 1955 - The first year of introduction in 265 cu in (4.3 L) only. As was fairly common for the time, no provision for an oil filter was included in the engine design. * 1956 - Oil filtration was introduced, using a sock style filter in a canister. * 1957 - The engine came with only front mounts, the side mount bosses were present but not drilled and tapped leaving its retrofitting problematic. * 1962 - The block's cylinder wall casting was revised to allow four inch bores. Previously, only certain years of the 283 engine (1958-1962) could be bored safely to four inches. * 1968 - The main journal diameter was increased to 2.45 in from 2.30 in and the connecting rod journal diameter was increased to 2.10 in from 2.00 in. This allowed the use of cast iron crankshafts as the previous parts were made of forged steel. The rod bolts were changed from 11/32 in. diameter to 3/8 inch. Additionally, the canister/sock style oil filter was now converted to use spin on filters. The oil fill location was moved from a tube on the front of the intake manifold to a cap on either side valve cover. * 1987 - The valve cover surfaces were changed such that cylinder head mounting lip was raised and the bolt location was moved from 4 bolts on the perimeter, to 4 bolts down the centerline of the valve cover (this design debuted on the Corvette in 1985, and Chevrolet 4.3 L the year before). The rear main seal was changed from a 2-piece rubber design to a 1-piece rubber design that used a mounting appliance to hold it in place. This necessitated a change in the flywheel/flexplate bolt pattern as well. Also changed were the mounting angles of the center 2 bolts on each side of the intake manifold (from 90 degrees to 73 degrees) and the lifter bosses were increased in height to accept roller lifters. The alloy heads for use in the Corvette still retain the non-angled bolts (center 2 bolts attaching to the intake). Also all carburetors were done away with and replaced by TBI (throttle-body injection) fuel injection that acts some what like a carburetor. * 1996 - This was the last change for the Generation I engine, and continued through the end of the production run in 2003; all 1997-2003 Generation I engines were Vortec truck engines. The cylinder heads were redesigned using improved ports and combustion chambers similar to those in the Generation II LT1. This change resulted in significant power increases.

SB2 and SB2.2

(Small Block/second generation) This engine was produced from 1996 to the present for racing applications only. The cylinder heads were redesigned and the lifter bores were offset. The valve sequence for each head was changed from the traditional E-I-I-E-E-I-I-E to a new I-E-I-E-E-I-E-I and because of this the camshaft was redesigned.

Generation IILT1 from a 1993 Chevrolet Camaro Z28

See the GM LT engine page for more information on the Generation II small-block V8s, which differ mainly in their reverse-flow cooling system.

Generation III / IVLS1 from a 1998 Chevrolet Camaro Z28

See the GM LS engine page for more information on the current family of General Motors small-block V8s.

Early Small Blocks

The first small block Chevrolet V-8 was a 265 cu in (4.3 L) engine that was developed in 1955 for the Corvette. Displacement and power eventually reached 327 cu in (5.4 L) and 375 hp (280 kW) (in prototypes) before the Corvette switched to Chevrolet big-block power. Although less powerful than big blocks, small block engines have remained popular due to their lower cost (including the cost of performance add-ons) and solid performance and reliability.

265

The 265 cu in (4.3 L) V8 was the first Chevrolet small block. Designed by Ed Cole's group at Chevrolet, it filled the power gap in the 1955 Corvette lineup, producing an impressive 250 hp (186 kW). The little engine went from drawings to production in just 15 weeks. Besides its compact dimensions, the small-block was known for its novel green-sand foundry construction process.

Dimensions were oversquare - 3.75 in (95 mm) bore and 3 in (76 mm) stroke. The small-block's 4.4 in (111.8 mm) bore spacing would continue in use for decades. It was a pushrod cast-iron engine with hydraulic lifters and a 2-barrel or 4-barrel Rochester carburetor. The 1955 conventional passenger car version produced 162 hp (121 kW) with a 2-barrel carburetor, or could be upgraded at extra cost to a "Power Pack" version conservatively rated at 180 hp (134 kW) with a four-barrel Rochester and dual exhaust. The first production year of this engine had no provision for oil filtration built into the block; however, an add-on filter mounted on the thermostat housing was installed during production. Due to the lack of adequate oil filtration provisions, the '55 model year block is typically only desirable to period collectors.

The 283 cu in (4.6 L) V8 was introduced in 1957. It was a version of the 265 cu in (4.3 L) with a larger bore at 3.87 in (98 mm). There were five different versions ranging from 185 hp (138 kW) to 283 hp (211 kW) depending on whether a single carb, twin carbs, or fuel injection was used. Power was up a bit each year for 1958, 1959, and 1960.

The 1957 engine featured Ramjet mechanical fuel injection, allowing the engine to produce 1 hp (1 kW) per cubic inch, an impressive feat at the time. For 1961, an amazing 315 hp (235 kW) was available from this unit.

* 1957-1962 Chevrolet Corvette

302

Chevrolet produced a special 302 cu in (4.9 L) engine for Trans Am racing from 1967-1969. It was the product of placing the 3-inch stroke crankshaft from a 283 into a 4-inch bore 327 block. This engine was mostly used in the first-generation Camaro Z28. Just over 100 DZ block 302 engines were used in the, unique to South Africa, Chevrolet Firenza Can Am. Conservatively rated at 290 hp (216 kW), actual output was around 360 hp (268 kW). This block is one of 3 displacements that underwent a transformation for the 1968/1969 period when the main bearing size was increased from 2.30 in to 2.45 in.

307

A 307 cu in (5 L) version was produced from 1968 through 1973. Engine bore was 3.875 inches (98.4 mm) with a 3.25-inch (82.6 mm) stroke.

The 307 replaced the 283 in Chevrolet cars and produced 200 hp (149 kW) SAE gross at 4600 rpm and 300 lb·ft (407 N·m) of torque at 2400 rpm in the 1960s. The later emissions-modified versions produced just 115 hp (86 kW) SAE net, giving the engine one of the lowest power-per-displacement ratings of all time. Chevrolet never produced a high-performance version of this engine, though they did produce, for Outboard Marine Corporation, a high-performance marinized 307, rated at 235 hp (175 kW) and 245 hp (183 kW) SAE gross, depending on year, that shipped with the Corvette/Z-28's cast aluminum valve covers and Rochester QuadraJet carb. Chevy also built other versions of the OMC 307 rated at 210 hp (157 kW), 215 hp (160 kW) and 225 hp (168 kW) SAE gross.

One of the biggest myths about the 307 is that all the blocks were cast with a very low nickel content. However, some 307 blocks, such as casting number 3970020 with suffix VxxxxTHA (x's in place for date), had 010 and 020 stamped under the timing chain cover indicating high tin and nickel content.

327

The 327 cu in (5.4 L) V8, introduced in 1962, had a bore and stroke of 4 in (102 mm) by 3.25 in. Power ranged from 250 hp (186 kW) to 375 hp (280 kW) depending on the choice of carburetor or fuel injection, camshaft, cylinder heads, pistons and intake manifold. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 lb·ft (466 N·m) with single Carter 4-brl, and 360 hp (268 kW), 352 lb·ft (477 N·m) with Rochester mechanical fuel injection. In 1964, horsepower increased to 365 hp (272 kW) for the now dubbed L79 version, and 375 hp (280 kW) for the fuel injected L84 respectively, making the L84 the most powerful naturally aspirated, single-cam, production small block V8 until the appearance of the 385 hp (287 kW), 385 lb·ft (522 N·m) Generation III LS6 in 2001. * L79, L84 1963-1965; Chevrolet Corvette. This block is one of three displacements that under went a major change in 1968/1969 when the main bearing size was increased from 2.30 to 2.4 inches (58.4–61.0 mm). In 1965 the SS malibu choice of the 327/350 hp know as the "L79", with a aluminum manifold, holley squarebore carb, chrome valve covers, a huge 8" balancer, huge 2.02" intake valves and could only be ordered with a 4 speed trans.

400

A 400 cu in (6.6 L) small-block was introduced in 1970 and produced for 10 years. It had a 4.125-inch (104.8 mm) bore and a 3.75-inch (95.3 mm) stroke. Initial output was 265 hp (198 kW) and was only available equipped with a 2-barrel carburetor. In 1974 a 4-barrel version of the 400 was introduced,while the 2-barrel version stopped production in 1975. 1976 was the last year that the 400 was used in a Chevrolet Passenger car, available in both the A-Body and B-Body line. While popular with circle-track racers, the engine was prone to cooling troubles if cylinder heads without steam holes were used. they mostly put out 250 hp stock.

Later Small Blocks

This section documents the odd-size small blocks developed after the 350 appeared in 1969. Many of these basic blocks are variations of the 350 design.

262

The 262 was a 262 cu in (4.3 L) 90° pushrod V8 with an iron block and heads. Bore and stroke were 3.67 in (93 mm) by 3.10 in (78.7 mm). Power output for 1975 was 110 hp (82 kW) and 195 lb·ft (264 N·m). The 262 was underpowered and was replaced by the 305 the following year.

This was Chevrolet's second 4.3 L-displacement powerplant; two other Chevrolet engines displaced 4.3 L: the Vortec 4300 (based on the Chevrolet 350, with two cylinders removed), and a derivative of the LT1 known as the L99 (using the 305's 3.736-inch bore, 5.94-inch connecting rods, and a 3-inch crankshaft stroke).

This engine was used in the following cars:

* 1975-1976 Chevrolet Monza * 1975 Chevrolet Nova

267

The 267 was introduced in 1979 for GM F-Body(Camaro), G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impala and Caprice models). The 267 cu in (4.4 L) had the 350's crankshaft stroke of 3.48" and the smallest bore of any small-block, 3.500 in. The 3.500" bore was also used on the 200 cu in (3.3 L) V6, which was introduced a year earlier. (The 200 was a Chevrolet V6 engine based on the small block with the #3 and #6 cylinders removed).

It was available with a Rochester Dualjet 210 - effectively a Rochester Quadrajet with no rear barrels. After 1980, electronic feedback carburetion was used on the 267.

While similar in displacement to the other 4.3-4.4 L V8 engines produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other engines and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 cu in (5 L) as its base V8 engine.

305

The 305 variant of the small-block Chevrolet had a displacement of 305 cu in (5 L) with a 3.736-inch (95 mm) bore and 3.48-inch (88.4 mm) stroke. The 262 was considered underpowered for use in vehicles with a wheelbase greater than 110 inches, so GM engineers decided to increase the bore diameter from 3.671 to 3.736 inches (93.2–94.9 mm) and increase the stroke from 3.10 to 3.48 inches (78.7–88.4 mm) (from the 350). Some performance enthusiasts have noted a marked resistance to performance upgrades on the 305 because of its small bore, poor selection of aftermarket cylinder heads, and the relatively high availability of 350 cu in (5.7 L) engines.

The LG4 was the "low output" 305 cu in (5 L) (compared to the L69). It produced 150 hp (112 kW)-170 hp (127 kW) and 240 lb·ft (325 N·m)-250 lb·ft (339 N·m). The addition of a knock sensor for the engine management system in 1985 allowed an increase in compression and a more aggressive spark timing map in the ECM. As a result power increased for the 1985 models to 165 hp (123 kW) from the 150 hp (112 kW) rating in 1984.

L69

Years: 1983-1986

The L69 was the last true H.O. engine. The High Output 5 L (305 cu in) , featuring higher compression of 9.5:1 with heads of the to-be-discontinued LU5 Cross-Fire fuel injection engine, and utilizing camshaft and 4" catalytic converter of the 5.7 L (350 cu in) L83 which was used on the Corvette of 1982 and 1984. Complete with a 2.75 inch exhaust system, topped by a recalibrated 4-barrel carburetor, dual snorkel air cleaner assembly, aluminum intake manifold, aluminum flywheel, electric cooling fan, and furthermore a knock sensor including more aggressive spark timing, this engine produced 190 hp (142 kW) @ 4800 and 240 lb·ft (325 N·m) of torque @ 3200 rpm. In most cases, being mated to a 3.73 or 3:42 ratio limited slip rear axle and a T5 5-speed or 700R4 automatic, this engine provided its driver with a wide range of rpm to play in.

The L03 was the "low output" 5 L (305 cu in) (compared to the 305 TPI LB9). It produced 170 hp (127 kW) and 255 lb·ft (346 N·m) of torque (190 hp (142 kW) at 4,400 rpm and 275 lb·ft (373 N·m) at 2,400 in 1993-1995 GM trucks). This engine used throttle-body fuel injection. The TBI uses a unique injector firing scheme, for every rotation of the engine, each injector fired twice.

LB9

Years: 1985-1992

Introduced in 1985, the LB9 was the first Chevrolet small block to have tuned-port fuel injection (TPI). It was introduced with 215 hp (160 kW) and 275 lb·ft (373 N·m) and varied between 190 hp (142 kW)-230 hp (172 kW) (with 275 lb·ft (373 N·m)-300 lb·ft (407 N·m) of torque) over the years offered. It was an option on all 1985-1992 Chevrolet Camaro & Pontiac Firebird models.

The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265 cu in (4.3 L) V8. But it was the 350 cu in (5.7 L) series that came to be emblematic of the Chevrolet small block V8 engine. The engine's physical dimensions (oversquare 4.00-inch bore and 3.48-inch stroke, 102 mm by 88 mm) are nearly identical to the 400 hp (298 kW) LS2 engine of today, but much has changed. It is by far the most widely used Chevrolet small-block; it has been installed in everything from station wagons to sports cars, in commercial vehicles, and even in boats and (in highly modified form) airplanes.

First usage of the 350 was in the 1967 Chevrolet Camaro and 1968 Nova producing 295 horsepower (gross); other Chevrolet vehicle lines followed suit in the year 1969.

The GM Goodwrench 350 crate engine comes in several variations. The lowest priced uses the pre-1986 four-bolt casting molds with two dipstick locations; pre-1980 on the driver's side and post-1980 on the passenger's side. This engine was produced in Mexico since 1981 as the Targetmaster 350, and now the GM Goodwrench 350.

ZQ3

Years: 1969, 1970, 1972-1975

The ZQ3 was the standard engine in the 1969-1970 Chevrolet Corvette. It was a 300 hp (224 kW) version of the 350 cu in (5.7 L) small-block, with 10.25:1 compression and hydraulic lifters. It used a Rochester "4MV" Quadra-Jet 4-barrel carburetor. This was the first block produced that featured the larger 2.45 inch main bearing versus the older 2.30 inch main bearing in 1968/1969.

The L46 was an optional engine on the 1969-1970 Chevrolet Corvette. It was a 350 hp (261 kW), 380 lb·ft (515 N·m) version of the ZQ3 with higher 11:1 compression.

LT-1LT-1 from a 1970 Chevrolet Camaro Z28

Years: 1970-1972

The LT-1 was the ultimate 350 cu in (5.7 L) V8, becoming available in 1970. It used solid lifters, 11:1 compression, a high-performance camshaft, and a Holley four-barrel carburetor on a special aluminum intake to produce 370 hp (276 kW) and 380 lb·ft (515 N·m). It was available on the Corvette and Camaro Z28. Power was down in 1971 to 330 hp (246 kW) and 360 lb·ft (488 N·m) with 9:1 compression, and again in 1972 (the last year of the LT-1) to 255 hp (190 kW) and 280 lb·ft (380 N·m).

There was also a later small-block engine called the "LT1".

L48

Years: 1967-1980

The L-48 is the original 350 cu in (5.7 L), available only in the Camaro or Chevy II/Nova in '67 & '68. In '69 it was used in almost everything; Camaros, Corvettes, Impalas, Chevelles & Novas. From '75-'80 it was available only in the Corvette. L-48's use a Hyd Cam, 4bbl Qjet, Cast pistons, 2 bolt main caps, "Pink" Rods, #0014 Blocks & #993 heads. Power output ranges from 300HP(gross) down to 175HP(net).

The L48 was the standard engine in the 1971 Chevrolet Corvette. It produced 270 hp (201 kW) and 360 lb·ft (488 N·m) with an 8.5:1 compression ratio.

In 1972 the only way to get a L48 (4bbl V8) in a Chevy Nova was to get the Super Sport Package. This is indicated by the 5th digit in the VIN being a "K". 1972 was the only year you could verify the Super Sport package by the VIN.

In 1973 the "L-48" had cold air induction (throttle activated) and developed 190 hp (142 kW) (net). Beginning in 1974 the hp was reduced for several years until it reached a low of 165 hp (123 kW) (net) in 1975, before rising again.

The L81 was the only 5.7 L (350 cu in) Corvette engine for 1981. It produced 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression, exactly the same as the 1980 L48, but added computer control spark advance, replacing the vacuum advance.

L83

Years: 1982, 1984

The 1982 L83 was again the only Corvette engine (and only available with an automatic transmission) producing 200 hp (149 kW) and 285 lb·ft (386 N·m) from 9:1 compression. This was again the only engine on the new 1984 Vette, at 205 hp (153 kW) and 290 lb·ft (393 N·m). The L83 added Cross-Fire fuel injection (twin throttle-body fuel injection).

The LM1 is the base 5.7 L (350 cu in) with a 4-barrel carburetor (usually with a Rochester Quadrajet) in passenger cars until 1988. Throughout its lifespan, it received either a points, electronic, and/or computer-controlled spark system, to conventional and feedback carburetors.

LM1s were superseded with the LO5 powerplant after 1988.

L05

The L05 was introduced in 1987 for use in Chevrolet/GMC trucks in both the GMT400 (introduced in April 1987 as 1988 models) and the R/V series trucks such as the K5 Blazer, Suburban, and rounded-era pickups formerly classed as the C/K until 1996 which includes chassis cabs and 4-door crew cabs. Although usage was for trucks, vans, and 9C1-optioned Caprices, the L05 was also used with the following vehicles:

L05 usage was replaced by the GM LT1 after 1993 in GM B-Bodies until production ceased in 1996.

In mid 1996 the L05 was equipped with Vortec heads used in the 1996 G30.

L31

The L31 replaced the LO5 in 1996 - known as the Vortec 5700. Known as the GEN 1+, this was the final incarnation of the 1955-vintage small block, ending production in 2005 with the last vehicle being a Kodiak/Topkick HD truck. Volvo Penta and Mercury Marine still produces the L31. The "MARINE" intake is a potential upgrade for L31 trucks. If that is the brief history, what is the full history like?

I feel that it is MORE than appropriate to bring this back. Ladies and gentlemen, may I present to you:

A BRIEF HISTORY OF THE CHEVROLET SMALL-BLOCK V-8.

Chevrolet's small-block V8 is a famous automobile engine. Nicknamed "mouse motor" (opposed to the big block engine, nicknamed "rat") for its compact dimensions compared to other V8 engines of the time, production began in 1955 with the 265 engine. By 1957 it had grown to 283 cu in (4.6 L), and with the optional Rochester mechanical fuel injection, it became one of the first production engines ever to make one horsepower per cubic inch. This engine was used to power the Corvette, and the Bel Air at that time. It would later be extended to other vehicles as well, and replace the old style 265 V8s. The displacement changed over the years, eventually reaching 400 cu in (6.6 L), but none caught on like the 350 cu in (5.7 L) small-block. This engine is still in production today at General Motors Toluca, Mexico plant (primarily for the GM over-the-counter Goodwrench powerplants), but is no longer offered in current model year vehicles since the year 2004. Its production numbers were impressive, with more than 90,000,000 built. It has been produced in carbureted, mechanical fuel injection, and electronic fuel injection forms.

From 1955-74, the small-block engine was known as the "Turbo-Fire V8".

Although Buick, Cadillac, Oldsmobile, and Pontiac also designed V8 engines (see list of GM engines), it was Chevrolet's 350 cu in (5.7 L) small-block that became the GM corporate standard. Over the years, every American General Motors division except Saturn used the Chevrolet small-block, and its descendants (see GM LT engine and GM LS engine) continue as the company's mainstream V8 design today.

The small-block was on the Ward's 10 Best Engines of the 20th Century list.

Chevrolet tested the small-block twice with no water and no oil at wide-open throttle. The first time it lasted an hour and 15 minutes and the second time it lasted two hours.

Major Versions

Generation 1

The original design of the small block remained remarkably unchanged for its production run, which began in 1955 and ended, in passenger vehicles, in 2003. The engine is still being built today for many aftermarket applications, both to replace worn-out older engines and also by many builders as high-performance applications. There were, however many minor changes made to the engine over the years; these changes are listed below.

* 1955 - The first year of introduction in 265 cu in (4.3 L) only. As was fairly common for the time, no provision for an oil filter was included in the engine design. * 1956 - Oil filtration was introduced, using a sock style filter in a canister. * 1957 - The engine came with only front mounts, the side mount bosses were present but not drilled and tapped leaving its retrofitting problematic. * 1962 - The block's cylinder wall casting was revised to allow four inch bores. Previously, only certain years of the 283 engine (1958-1962) could be bored safely to four inches. * 1968 - The main journal diameter was increased to 2.45 in from 2.30 in and the connecting rod journal diameter was increased to 2.10 in from 2.00 in. This allowed the use of cast iron crankshafts as the previous parts were made of forged steel. The rod bolts were changed from 11/32 in. diameter to 3/8 inch. Additionally, the canister/sock style oil filter was now converted to use spin on filters. The oil fill location was moved from a tube on the front of the intake manifold to a cap on either side valve cover. * 1987 - The valve cover surfaces were changed such that cylinder head mounting lip was raised and the bolt location was moved from 4 bolts on the perimeter, to 4 bolts down the centerline of the valve cover (this design debuted on the Corvette in 1985, and Chevrolet 4.3 L the year before). The rear main seal was changed from a 2-piece rubber design to a 1-piece rubber design that used a mounting appliance to hold it in place. This necessitated a change in the flywheel/flexplate bolt pattern as well. Also changed were the mounting angles of the center 2 bolts on each side of the intake manifold (from 90 degrees to 73 degrees) and the lifter bosses were increased in height to accept roller lifters. The alloy heads for use in the Corvette still retain the non-angled bolts (center 2 bolts attaching to the intake). Also all carburetors were done away with and replaced by TBI (throttle-body injection) fuel injection that acts some what like a carburetor. * 1996 - This was the last change for the Generation I engine, and continued through the end of the production run in 2003; all 1997-2003 Generation I engines were Vortec truck engines. The cylinder heads were redesigned using improved ports and combustion chambers similar to those in the Generation II LT1. This change resulted in significant power increases.

SB2 and SB2.2

(Small Block/second generation) This engine was produced from 1996 to the present for racing applications only. The cylinder heads were redesigned and the lifter bores were offset. The valve sequence for each head was changed from the traditional E-I-I-E-E-I-I-E to a new I-E-I-E-E-I-E-I and because of this the camshaft was redesigned.

Generation IILT1 from a 1993 Chevrolet Camaro Z28

See the GM LT engine page for more information on the Generation II small-block V8s, which differ mainly in their reverse-flow cooling system.

Generation III / IVLS1 from a 1998 Chevrolet Camaro Z28

See the GM LS engine page for more information on the current family of General Motors small-block V8s.

Early Small Blocks

The first small block Chevrolet V-8 was a 265 cu in (4.3 L) engine that was developed in 1955 for the Corvette. Displacement and power eventually reached 327 cu in (5.4 L) and 375 hp (280 kW) (in prototypes) before the Corvette switched to Chevrolet big-block power. Although less powerful than big blocks, small block engines have remained popular due to their lower cost (including the cost of performance add-ons) and solid performance and reliability.

265

The 265 cu in (4.3 L) V8 was the first Chevrolet small block. Designed by Ed Cole's group at Chevrolet, it filled the power gap in the 1955 Corvette lineup, producing an impressive 250 hp (186 kW). The little engine went from drawings to production in just 15 weeks. Besides its compact dimensions, the small-block was known for its novel green-sand foundry construction process.

Dimensions were oversquare - 3.75 in (95 mm) bore and 3 in (76 mm) stroke. The small-block's 4.4 in (111.8 mm) bore spacing would continue in use for decades. It was a pushrod cast-iron engine with hydraulic lifters and a 2-barrel or 4-barrel Rochester carburetor. The 1955 conventional passenger car version produced 162 hp (121 kW) with a 2-barrel carburetor, or could be upgraded at extra cost to a "Power Pack" version conservatively rated at 180 hp (134 kW) with a four-barrel Rochester and dual exhaust. The first production year of this engine had no provision for oil filtration built into the block; however, an add-on filter mounted on the thermostat housing was installed during production. Due to the lack of adequate oil filtration provisions, the '55 model year block is typically only desirable to period collectors.

The 283 cu in (4.6 L) V8 was introduced in 1957. It was a version of the 265 cu in (4.3 L) with a larger bore at 3.87 in (98 mm). There were five different versions ranging from 185 hp (138 kW) to 283 hp (211 kW) depending on whether a single carb, twin carbs, or fuel injection was used. Power was up a bit each year for 1958, 1959, and 1960.

The 1957 engine featured Ramjet mechanical fuel injection, allowing the engine to produce 1 hp (1 kW) per cubic inch, an impressive feat at the time. For 1961, an amazing 315 hp (235 kW) was available from this unit.

* 1957-1962 Chevrolet Corvette

302

Chevrolet produced a special 302 cu in (4.9 L) engine for Trans Am racing from 1967-1969. It was the product of placing the 3-inch stroke crankshaft from a 283 into a 4-inch bore 327 block. This engine was mostly used in the first-generation Camaro Z28. Just over 100 DZ block 302 engines were used in the, unique to South Africa, Chevrolet Firenza Can Am. Conservatively rated at 290 hp (216 kW), actual output was around 360 hp (268 kW). This block is one of 3 displacements that underwent a transformation for the 1968/1969 period when the main bearing size was increased from 2.30 in to 2.45 in.

307

A 307 cu in (5 L) version was produced from 1968 through 1973. Engine bore was 3.875 inches (98.4 mm) with a 3.25-inch (82.6 mm) stroke.

The 307 replaced the 283 in Chevrolet cars and produced 200 hp (149 kW) SAE gross at 4600 rpm and 300 lb·ft (407 N·m) of torque at 2400 rpm in the 1960s. The later emissions-modified versions produced just 115 hp (86 kW) SAE net, giving the engine one of the lowest power-per-displacement ratings of all time. Chevrolet never produced a high-performance version of this engine, though they did produce, for Outboard Marine Corporation, a high-performance marinized 307, rated at 235 hp (175 kW) and 245 hp (183 kW) SAE gross, depending on year, that shipped with the Corvette/Z-28's cast aluminum valve covers and Rochester QuadraJet carb. Chevy also built other versions of the OMC 307 rated at 210 hp (157 kW), 215 hp (160 kW) and 225 hp (168 kW) SAE gross.

One of the biggest myths about the 307 is that all the blocks were cast with a very low nickel content. However, some 307 blocks, such as casting number 3970020 with suffix VxxxxTHA (x's in place for date), had 010 and 020 stamped under the timing chain cover indicating high tin and nickel content.

327

The 327 cu in (5.4 L) V8, introduced in 1962, had a bore and stroke of 4 in (102 mm) by 3.25 in. Power ranged from 250 hp (186 kW) to 375 hp (280 kW) depending on the choice of carburetor or fuel injection, camshaft, cylinder heads, pistons and intake manifold. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 lb·ft (466 N·m) with single Carter 4-brl, and 360 hp (268 kW), 352 lb·ft (477 N·m) with Rochester mechanical fuel injection. In 1964, horsepower increased to 365 hp (272 kW) for the now dubbed L79 version, and 375 hp (280 kW) for the fuel injected L84 respectively, making the L84 the most powerful naturally aspirated, single-cam, production small block V8 until the appearance of the 385 hp (287 kW), 385 lb·ft (522 N·m) Generation III LS6 in 2001. * L79, L84 1963-1965; Chevrolet Corvette. This block is one of three displacements that under went a major change in 1968/1969 when the main bearing size was increased from 2.30 to 2.4 inches (58.4–61.0 mm). In 1965 the SS malibu choice of the 327/350 hp know as the "L79", with a aluminum manifold, holley squarebore carb, chrome valve covers, a huge 8" balancer, huge 2.02" intake valves and could only be ordered with a 4 speed trans.

400

A 400 cu in (6.6 L) small-block was introduced in 1970 and produced for 10 years. It had a 4.125-inch (104.8 mm) bore and a 3.75-inch (95.3 mm) stroke. Initial output was 265 hp (198 kW) and was only available equipped with a 2-barrel carburetor. In 1974 a 4-barrel version of the 400 was introduced,while the 2-barrel version stopped production in 1975. 1976 was the last year that the 400 was used in a Chevrolet Passenger car, available in both the A-Body and B-Body line. While popular with circle-track racers, the engine was prone to cooling troubles if cylinder heads without steam holes were used. they mostly put out 250 hp stock.

Later Small Blocks

This section documents the odd-size small blocks developed after the 350 appeared in 1969. Many of these basic blocks are variations of the 350 design.

262

The 262 was a 262 cu in (4.3 L) 90° pushrod V8 with an iron block and heads. Bore and stroke were 3.67 in (93 mm) by 3.10 in (78.7 mm). Power output for 1975 was 110 hp (82 kW) and 195 lb·ft (264 N·m). The 262 was underpowered and was replaced by the 305 the following year.

This was Chevrolet's second 4.3 L-displacement powerplant; two other Chevrolet engines displaced 4.3 L: the Vortec 4300 (based on the Chevrolet 350, with two cylinders removed), and a derivative of the LT1 known as the L99 (using the 305's 3.736-inch bore, 5.94-inch connecting rods, and a 3-inch crankshaft stroke).

This engine was used in the following cars:

* 1975-1976 Chevrolet Monza * 1975 Chevrolet Nova

267

The 267 was introduced in 1979 for GM F-Body(Camaro), G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impala and Caprice models). The 267 cu in (4.4 L) had the 350's crankshaft stroke of 3.48" and the smallest bore of any small-block, 3.500 in. The 3.500" bore was also used on the 200 cu in (3.3 L) V6, which was introduced a year earlier. (The 200 was a Chevrolet V6 engine based on the small block with the #3 and #6 cylinders removed).

It was available with a Rochester Dualjet 210 - effectively a Rochester Quadrajet with no rear barrels. After 1980, electronic feedback carburetion was used on the 267.

While similar in displacement to the other 4.3-4.4 L V8 engines produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other engines and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 cu in (5 L) as its base V8 engine.

305

The 305 variant of the small-block Chevrolet had a displacement of 305 cu in (5 L) with a 3.736-inch (95 mm) bore and 3.48-inch (88.4 mm) stroke. The 262 was considered underpowered for use in vehicles with a wheelbase greater than 110 inches, so GM engineers decided to increase the bore diameter from 3.671 to 3.736 inches (93.2–94.9 mm) and increase the stroke from 3.10 to 3.48 inches (78.7–88.4 mm) (from the 350). Some performance enthusiasts have noted a marked resistance to performance upgrades on the 305 because of its small bore, poor selection of aftermarket cylinder heads, and the relatively high availability of 350 cu in (5.7 L) engines.

The LG4 was the "low output" 305 cu in (5 L) (compared to the L69). It produced 150 hp (112 kW)-170 hp (127 kW) and 240 lb·ft (325 N·m)-250 lb·ft (339 N·m). The addition of a knock sensor for the engine management system in 1985 allowed an increase in compression and a more aggressive spark timing map in the ECM. As a result power increased for the 1985 models to 165 hp (123 kW) from the 150 hp (112 kW) rating in 1984.

L69

Years: 1983-1986

The L69 was the last true H.O. engine. The High Output 5 L (305 cu in) , featuring higher compression of 9.5:1 with heads of the to-be-discontinued LU5 Cross-Fire fuel injection engine, and utilizing camshaft and 4" catalytic converter of the 5.7 L (350 cu in) L83 which was used on the Corvette of 1982 and 1984. Complete with a 2.75 inch exhaust system, topped by a recalibrated 4-barrel carburetor, dual snorkel air cleaner assembly, aluminum intake manifold, aluminum flywheel, electric cooling fan, and furthermore a knock sensor including more aggressive spark timing, this engine produced 190 hp (142 kW) @ 4800 and 240 lb·ft (325 N·m) of torque @ 3200 rpm. In most cases, being mated to a 3.73 or 3:42 ratio limited slip rear axle and a T5 5-speed or 700R4 automatic, this engine provided its driver with a wide range of rpm to play in.

The L03 was the "low output" 5 L (305 cu in) (compared to the 305 TPI LB9). It produced 170 hp (127 kW) and 255 lb·ft (346 N·m) of torque (190 hp (142 kW) at 4,400 rpm and 275 lb·ft (373 N·m) at 2,400 in 1993-1995 GM trucks). This engine used throttle-body fuel injection. The TBI uses a unique injector firing scheme, for every rotation of the engine, each injector fired twice.

LB9

Years: 1985-1992

Introduced in 1985, the LB9 was the first Chevrolet small block to have tuned-port fuel injection (TPI). It was introduced with 215 hp (160 kW) and 275 lb·ft (373 N·m) and varied between 190 hp (142 kW)-230 hp (172 kW) (with 275 lb·ft (373 N·m)-300 lb·ft (407 N·m) of torque) over the years offered. It was an option on all 1985-1992 Chevrolet Camaro & Pontiac Firebird models.

The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265 cu in (4.3 L) V8. But it was the 350 cu in (5.7 L) series that came to be emblematic of the Chevrolet small block V8 engine. The engine's physical dimensions (oversquare 4.00-inch bore and 3.48-inch stroke, 102 mm by 88 mm) are nearly identical to the 400 hp (298 kW) LS2 engine of today, but much has changed. It is by far the most widely used Chevrolet small-block; it has been installed in everything from station wagons to sports cars, in commercial vehicles, and even in boats and (in highly modified form) airplanes.

First usage of the 350 was in the 1967 Chevrolet Camaro and 1968 Nova producing 295 horsepower (gross); other Chevrolet vehicle lines followed suit in the year 1969.

The GM Goodwrench 350 crate engine comes in several variations. The lowest priced uses the pre-1986 four-bolt casting molds with two dipstick locations; pre-1980 on the driver's side and post-1980 on the passenger's side. This engine was produced in Mexico since 1981 as the Targetmaster 350, and now the GM Goodwrench 350.

ZQ3

Years: 1969, 1970, 1972-1975

The ZQ3 was the standard engine in the 1969-1970 Chevrolet Corvette. It was a 300 hp (224 kW) version of the 350 cu in (5.7 L) small-block, with 10.25:1 compression and hydraulic lifters. It used a Rochester "4MV" Quadra-Jet 4-barrel carburetor. This was the first block produced that featured the larger 2.45 inch main bearing versus the older 2.30 inch main bearing in 1968/1969.

The L46 was an optional engine on the 1969-1970 Chevrolet Corvette. It was a 350 hp (261 kW), 380 lb·ft (515 N·m) version of the ZQ3 with higher 11:1 compression.

LT-1LT-1 from a 1970 Chevrolet Camaro Z28

Years: 1970-1972

The LT-1 was the ultimate 350 cu in (5.7 L) V8, becoming available in 1970. It used solid lifters, 11:1 compression, a high-performance camshaft, and a Holley four-barrel carburetor on a special aluminum intake to produce 370 hp (276 kW) and 380 lb·ft (515 N·m). It was available on the Corvette and Camaro Z28. Power was down in 1971 to 330 hp (246 kW) and 360 lb·ft (488 N·m) with 9:1 compression, and again in 1972 (the last year of the LT-1) to 255 hp (190 kW) and 280 lb·ft (380 N·m).

There was also a later small-block engine called the "LT1".

L48

Years: 1967-1980

The L-48 is the original 350 cu in (5.7 L), available only in the Camaro or Chevy II/Nova in '67 & '68. In '69 it was used in almost everything; Camaros, Corvettes, Impalas, Chevelles & Novas. From '75-'80 it was available only in the Corvette. L-48's use a Hyd Cam, 4bbl Qjet, Cast pistons, 2 bolt main caps, "Pink" Rods, #0014 Blocks & #993 heads. Power output ranges from 300HP(gross) down to 175HP(net).

The L48 was the standard engine in the 1971 Chevrolet Corvette. It produced 270 hp (201 kW) and 360 lb·ft (488 N·m) with an 8.5:1 compression ratio.

In 1972 the only way to get a L48 (4bbl V8) in a Chevy Nova was to get the Super Sport Package. This is indicated by the 5th digit in the VIN being a "K". 1972 was the only year you could verify the Super Sport package by the VIN.

In 1973 the "L-48" had cold air induction (throttle activated) and developed 190 hp (142 kW) (net). Beginning in 1974 the hp was reduced for several years until it reached a low of 165 hp (123 kW) (net) in 1975, before rising again.

The L81 was the only 5.7 L (350 cu in) Corvette engine for 1981. It produced 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression, exactly the same as the 1980 L48, but added computer control spark advance, replacing the vacuum advance.

L83

Years: 1982, 1984

The 1982 L83 was again the only Corvette engine (and only available with an automatic transmission) producing 200 hp (149 kW) and 285 lb·ft (386 N·m) from 9:1 compression. This was again the only engine on the new 1984 Vette, at 205 hp (153 kW) and 290 lb·ft (393 N·m). The L83 added Cross-Fire fuel injection (twin throttle-body fuel injection).

The LM1 is the base 5.7 L (350 cu in) with a 4-barrel carburetor (usually with a Rochester Quadrajet) in passenger cars until 1988. Throughout its lifespan, it received either a points, electronic, and/or computer-controlled spark system, to conventional and feedback carburetors.

LM1s were superseded with the LO5 powerplant after 1988.

L05

The L05 was introduced in 1987 for use in Chevrolet/GMC trucks in both the GMT400 (introduced in April 1987 as 1988 models) and the R/V series trucks such as the K5 Blazer, Suburban, and rounded-era pickups formerly classed as the C/K until 1996 which includes chassis cabs and 4-door crew cabs. Although usage was for trucks, vans, and 9C1-optioned Caprices, the L05 was also used with the following vehicles:

L05 usage was replaced by the GM LT1 after 1993 in GM B-Bodies until production ceased in 1996.

In mid 1996 the L05 was equipped with Vortec heads used in the 1996 G30.

L31

The L31 replaced the LO5 in 1996 - known as the Vortec 5700. Known as the GEN 1+, this was the final incarnation of the 1955-vintage small block, ending production in 2005 with the last vehicle being a Kodiak/Topkick HD truck. Volvo Penta and Mercury Marine still produces the L31. The "MARINE" intake is a potential upgrade for L31 trucks.

"My Generation" is a song by the British rock group The Who, which became a hit and one of their most recognisable songs. The song was named the 11th greatest song by Rolling Stone on their list of the 500 Greatest Songs of All Time and 13th on VH1's list of the 100 Greatest Songs of Rock & Roll. It's also part of The Rock and Roll Hall of Fame's 500 Songs that Shaped Rock and Roll and is inducted into the Grammy Hall of Fame for "historical, artistic and significant" value. In 2009 it was named the 37th Greatest Hard Rock Song by VH1.

The song was released as a single on 5 November 1965, reaching No. 2 in the UK, the Who's highest charting single in their home country and No. 74 in America. "My Generation" also appeared on The Who's 1965 debut album, My Generation (The Who Sings My Generation in the United States), and in greatly extended form on their live album Live at Leeds (1970). The Who re-recorded the song for the Ready Steady Who! EP in 1966, but it was not included on the EP, and this version was released only in 1995 on the remastered version of the A Quick One album. The main difference between this version and the original is that instead of the hail of feedback which ends the original, the band play a chaotic rendition of Edward Elgar's "Land of Hope and Glory". In the album's liner notes the song is credited to both Townshend and Elgar.

A music video featuring a montage of live performance clips has been played on music stations. In 2009, Pepsi produced a music video for its advertising using scenes and cultural icons from the 20th century: 1900s (decade)s derby hats and hatpins, 1920s Prohibition era flappers, 1940s ticker tape parades for 1945's World War II returnees, 1950s souped up drag racing, James Dean-esqe hairstyles, 1960s hippies and their opposition to U.S. involvement in the Vietnam War, 1970s later decade disco, 1980s break dancing and fall of the Berlin Wall and 1990s grunge, moshing and hip hop.

I feel that it is MORE than appropriate to bring this back. Ladies and gentlemen, may I present to you:

A BRIEF HISTORY OF THE CHEVROLET SMALL-BLOCK V-8.

Chevrolet's small-block V8 is a famous automobile engine. Nicknamed "mouse motor" (opposed to the big block engine, nicknamed "rat") for its compact dimensions compared to other V8 engines of the time, production began in 1955 with the 265 engine. By 1957 it had grown to 283 cu in (4.6 L), and with the optional Rochester mechanical fuel injection, it became one of the first production engines ever to make one horsepower per cubic inch. This engine was used to power the Corvette, and the Bel Air at that time. It would later be extended to other vehicles as well, and replace the old style 265 V8s. The displacement changed over the years, eventually reaching 400 cu in (6.6 L), but none caught on like the 350 cu in (5.7 L) small-block. This engine is still in production today at General Motors Toluca, Mexico plant (primarily for the GM over-the-counter Goodwrench powerplants), but is no longer offered in current model year vehicles since the year 2004. Its production numbers were impressive, with more than 90,000,000 built. It has been produced in carbureted, mechanical fuel injection, and electronic fuel injection forms.

From 1955-74, the small-block engine was known as the "Turbo-Fire V8".

Although Buick, Cadillac, Oldsmobile, and Pontiac also designed V8 engines (see list of GM engines), it was Chevrolet's 350 cu in (5.7 L) small-block that became the GM corporate standard. Over the years, every American General Motors division except Saturn used the Chevrolet small-block, and its descendants (see GM LT engine and GM LS engine) continue as the company's mainstream V8 design today.

The small-block was on the Ward's 10 Best Engines of the 20th Century list.

Chevrolet tested the small-block twice with no water and no oil at wide-open throttle. The first time it lasted an hour and 15 minutes and the second time it lasted two hours.

Major Versions

Generation 1

The original design of the small block remained remarkably unchanged for its production run, which began in 1955 and ended, in passenger vehicles, in 2003. The engine is still being built today for many aftermarket applications, both to replace worn-out older engines and also by many builders as high-performance applications. There were, however many minor changes made to the engine over the years; these changes are listed below.

* 1955 - The first year of introduction in 265 cu in (4.3 L) only. As was fairly common for the time, no provision for an oil filter was included in the engine design. * 1956 - Oil filtration was introduced, using a sock style filter in a canister. * 1957 - The engine came with only front mounts, the side mount bosses were present but not drilled and tapped leaving its retrofitting problematic. * 1962 - The block's cylinder wall casting was revised to allow four inch bores. Previously, only certain years of the 283 engine (1958-1962) could be bored safely to four inches. * 1968 - The main journal diameter was increased to 2.45 in from 2.30 in and the connecting rod journal diameter was increased to 2.10 in from 2.00 in. This allowed the use of cast iron crankshafts as the previous parts were made of forged steel. The rod bolts were changed from 11/32 in. diameter to 3/8 inch. Additionally, the canister/sock style oil filter was now converted to use spin on filters. The oil fill location was moved from a tube on the front of the intake manifold to a cap on either side valve cover. * 1987 - The valve cover surfaces were changed such that cylinder head mounting lip was raised and the bolt location was moved from 4 bolts on the perimeter, to 4 bolts down the centerline of the valve cover (this design debuted on the Corvette in 1985, and Chevrolet 4.3 L the year before). The rear main seal was changed from a 2-piece rubber design to a 1-piece rubber design that used a mounting appliance to hold it in place. This necessitated a change in the flywheel/flexplate bolt pattern as well. Also changed were the mounting angles of the center 2 bolts on each side of the intake manifold (from 90 degrees to 73 degrees) and the lifter bosses were increased in height to accept roller lifters. The alloy heads for use in the Corvette still retain the non-angled bolts (center 2 bolts attaching to the intake). Also all carburetors were done away with and replaced by TBI (throttle-body injection) fuel injection that acts some what like a carburetor. * 1996 - This was the last change for the Generation I engine, and continued through the end of the production run in 2003; all 1997-2003 Generation I engines were Vortec truck engines. The cylinder heads were redesigned using improved ports and combustion chambers similar to those in the Generation II LT1. This change resulted in significant power increases.

SB2 and SB2.2

(Small Block/second generation) This engine was produced from 1996 to the present for racing applications only. The cylinder heads were redesigned and the lifter bores were offset. The valve sequence for each head was changed from the traditional E-I-I-E-E-I-I-E to a new I-E-I-E-E-I-E-I and because of this the camshaft was redesigned.

Generation IILT1 from a 1993 Chevrolet Camaro Z28

See the GM LT engine page for more information on the Generation II small-block V8s, which differ mainly in their reverse-flow cooling system.

Generation III / IVLS1 from a 1998 Chevrolet Camaro Z28

See the GM LS engine page for more information on the current family of General Motors small-block V8s.

Early Small Blocks

The first small block Chevrolet V-8 was a 265 cu in (4.3 L) engine that was developed in 1955 for the Corvette. Displacement and power eventually reached 327 cu in (5.4 L) and 375 hp (280 kW) (in prototypes) before the Corvette switched to Chevrolet big-block power. Although less powerful than big blocks, small block engines have remained popular due to their lower cost (including the cost of performance add-ons) and solid performance and reliability.

265

The 265 cu in (4.3 L) V8 was the first Chevrolet small block. Designed by Ed Cole's group at Chevrolet, it filled the power gap in the 1955 Corvette lineup, producing an impressive 250 hp (186 kW). The little engine went from drawings to production in just 15 weeks. Besides its compact dimensions, the small-block was known for its novel green-sand foundry construction process.

Dimensions were oversquare - 3.75 in (95 mm) bore and 3 in (76 mm) stroke. The small-block's 4.4 in (111.8 mm) bore spacing would continue in use for decades. It was a pushrod cast-iron engine with hydraulic lifters and a 2-barrel or 4-barrel Rochester carburetor. The 1955 conventional passenger car version produced 162 hp (121 kW) with a 2-barrel carburetor, or could be upgraded at extra cost to a "Power Pack" version conservatively rated at 180 hp (134 kW) with a four-barrel Rochester and dual exhaust. The first production year of this engine had no provision for oil filtration built into the block; however, an add-on filter mounted on the thermostat housing was installed during production. Due to the lack of adequate oil filtration provisions, the '55 model year block is typically only desirable to period collectors.

The 283 cu in (4.6 L) V8 was introduced in 1957. It was a version of the 265 cu in (4.3 L) with a larger bore at 3.87 in (98 mm). There were five different versions ranging from 185 hp (138 kW) to 283 hp (211 kW) depending on whether a single carb, twin carbs, or fuel injection was used. Power was up a bit each year for 1958, 1959, and 1960.

The 1957 engine featured Ramjet mechanical fuel injection, allowing the engine to produce 1 hp (1 kW) per cubic inch, an impressive feat at the time. For 1961, an amazing 315 hp (235 kW) was available from this unit.

* 1957-1962 Chevrolet Corvette

302

Chevrolet produced a special 302 cu in (4.9 L) engine for Trans Am racing from 1967-1969. It was the product of placing the 3-inch stroke crankshaft from a 283 into a 4-inch bore 327 block. This engine was mostly used in the first-generation Camaro Z28. Just over 100 DZ block 302 engines were used in the, unique to South Africa, Chevrolet Firenza Can Am. Conservatively rated at 290 hp (216 kW), actual output was around 360 hp (268 kW). This block is one of 3 displacements that underwent a transformation for the 1968/1969 period when the main bearing size was increased from 2.30 in to 2.45 in.

307

A 307 cu in (5 L) version was produced from 1968 through 1973. Engine bore was 3.875 inches (98.4 mm) with a 3.25-inch (82.6 mm) stroke.

The 307 replaced the 283 in Chevrolet cars and produced 200 hp (149 kW) SAE gross at 4600 rpm and 300 lb·ft (407 N·m) of torque at 2400 rpm in the 1960s. The later emissions-modified versions produced just 115 hp (86 kW) SAE net, giving the engine one of the lowest power-per-displacement ratings of all time. Chevrolet never produced a high-performance version of this engine, though they did produce, for Outboard Marine Corporation, a high-performance marinized 307, rated at 235 hp (175 kW) and 245 hp (183 kW) SAE gross, depending on year, that shipped with the Corvette/Z-28's cast aluminum valve covers and Rochester QuadraJet carb. Chevy also built other versions of the OMC 307 rated at 210 hp (157 kW), 215 hp (160 kW) and 225 hp (168 kW) SAE gross.

One of the biggest myths about the 307 is that all the blocks were cast with a very low nickel content. However, some 307 blocks, such as casting number 3970020 with suffix VxxxxTHA (x's in place for date), had 010 and 020 stamped under the timing chain cover indicating high tin and nickel content.

327

The 327 cu in (5.4 L) V8, introduced in 1962, had a bore and stroke of 4 in (102 mm) by 3.25 in. Power ranged from 250 hp (186 kW) to 375 hp (280 kW) depending on the choice of carburetor or fuel injection, camshaft, cylinder heads, pistons and intake manifold. In 1962, the Duntov solid lifter cam versions produced 340 hp (254 kW), 344 lb·ft (466 N·m) with single Carter 4-brl, and 360 hp (268 kW), 352 lb·ft (477 N·m) with Rochester mechanical fuel injection. In 1964, horsepower increased to 365 hp (272 kW) for the now dubbed L79 version, and 375 hp (280 kW) for the fuel injected L84 respectively, making the L84 the most powerful naturally aspirated, single-cam, production small block V8 until the appearance of the 385 hp (287 kW), 385 lb·ft (522 N·m) Generation III LS6 in 2001. * L79, L84 1963-1965; Chevrolet Corvette. This block is one of three displacements that under went a major change in 1968/1969 when the main bearing size was increased from 2.30 to 2.4 inches (58.4–61.0 mm). In 1965 the SS malibu choice of the 327/350 hp know as the "L79", with a aluminum manifold, holley squarebore carb, chrome valve covers, a huge 8" balancer, huge 2.02" intake valves and could only be ordered with a 4 speed trans.

400

A 400 cu in (6.6 L) small-block was introduced in 1970 and produced for 10 years. It had a 4.125-inch (104.8 mm) bore and a 3.75-inch (95.3 mm) stroke. Initial output was 265 hp (198 kW) and was only available equipped with a 2-barrel carburetor. In 1974 a 4-barrel version of the 400 was introduced,while the 2-barrel version stopped production in 1975. 1976 was the last year that the 400 was used in a Chevrolet Passenger car, available in both the A-Body and B-Body line. While popular with circle-track racers, the engine was prone to cooling troubles if cylinder heads without steam holes were used. they mostly put out 250 hp stock.

Later Small Blocks

This section documents the odd-size small blocks developed after the 350 appeared in 1969. Many of these basic blocks are variations of the 350 design.

262

The 262 was a 262 cu in (4.3 L) 90° pushrod V8 with an iron block and heads. Bore and stroke were 3.67 in (93 mm) by 3.10 in (78.7 mm). Power output for 1975 was 110 hp (82 kW) and 195 lb·ft (264 N·m). The 262 was underpowered and was replaced by the 305 the following year.

This was Chevrolet's second 4.3 L-displacement powerplant; two other Chevrolet engines displaced 4.3 L: the Vortec 4300 (based on the Chevrolet 350, with two cylinders removed), and a derivative of the LT1 known as the L99 (using the 305's 3.736-inch bore, 5.94-inch connecting rods, and a 3-inch crankshaft stroke).

This engine was used in the following cars:

* 1975-1976 Chevrolet Monza * 1975 Chevrolet Nova

267

The 267 was introduced in 1979 for GM F-Body(Camaro), G-bodies (Chevrolet Monte Carlo, El Camino, and Malibu Classic) and also used on GM B-body cars (Impala and Caprice models). The 267 cu in (4.4 L) had the 350's crankshaft stroke of 3.48" and the smallest bore of any small-block, 3.500 in. The 3.500" bore was also used on the 200 cu in (3.3 L) V6, which was introduced a year earlier. (The 200 was a Chevrolet V6 engine based on the small block with the #3 and #6 cylinders removed).

It was available with a Rochester Dualjet 210 - effectively a Rochester Quadrajet with no rear barrels. After 1980, electronic feedback carburetion was used on the 267.

While similar in displacement to the other 4.3-4.4 L V8 engines produced by General Motors (including the Oldsmobile 260 and Pontiac 265, the small bore 267 shared no parts with the other engines and was phased out after the 1982 model year due to inability to conform to emission standards. Chevrolet vehicles eventually used the 305 cu in (5 L) as its base V8 engine.

305

The 305 variant of the small-block Chevrolet had a displacement of 305 cu in (5 L) with a 3.736-inch (95 mm) bore and 3.48-inch (88.4 mm) stroke. The 262 was considered underpowered for use in vehicles with a wheelbase greater than 110 inches, so GM engineers decided to increase the bore diameter from 3.671 to 3.736 inches (93.2–94.9 mm) and increase the stroke from 3.10 to 3.48 inches (78.7–88.4 mm) (from the 350). Some performance enthusiasts have noted a marked resistance to performance upgrades on the 305 because of its small bore, poor selection of aftermarket cylinder heads, and the relatively high availability of 350 cu in (5.7 L) engines.

The LG4 was the "low output" 305 cu in (5 L) (compared to the L69). It produced 150 hp (112 kW)-170 hp (127 kW) and 240 lb·ft (325 N·m)-250 lb·ft (339 N·m). The addition of a knock sensor for the engine management system in 1985 allowed an increase in compression and a more aggressive spark timing map in the ECM. As a result power increased for the 1985 models to 165 hp (123 kW) from the 150 hp (112 kW) rating in 1984.

L69

Years: 1983-1986

The L69 was the last true H.O. engine. The High Output 5 L (305 cu in) , featuring higher compression of 9.5:1 with heads of the to-be-discontinued LU5 Cross-Fire fuel injection engine, and utilizing camshaft and 4" catalytic converter of the 5.7 L (350 cu in) L83 which was used on the Corvette of 1982 and 1984. Complete with a 2.75 inch exhaust system, topped by a recalibrated 4-barrel carburetor, dual snorkel air cleaner assembly, aluminum intake manifold, aluminum flywheel, electric cooling fan, and furthermore a knock sensor including more aggressive spark timing, this engine produced 190 hp (142 kW) @ 4800 and 240 lb·ft (325 N·m) of torque @ 3200 rpm. In most cases, being mated to a 3.73 or 3:42 ratio limited slip rear axle and a T5 5-speed or 700R4 automatic, this engine provided its driver with a wide range of rpm to play in.

The L03 was the "low output" 5 L (305 cu in) (compared to the 305 TPI LB9). It produced 170 hp (127 kW) and 255 lb·ft (346 N·m) of torque (190 hp (142 kW) at 4,400 rpm and 275 lb·ft (373 N·m) at 2,400 in 1993-1995 GM trucks). This engine used throttle-body fuel injection. The TBI uses a unique injector firing scheme, for every rotation of the engine, each injector fired twice.

LB9

Years: 1985-1992

Introduced in 1985, the LB9 was the first Chevrolet small block to have tuned-port fuel injection (TPI). It was introduced with 215 hp (160 kW) and 275 lb·ft (373 N·m) and varied between 190 hp (142 kW)-230 hp (172 kW) (with 275 lb·ft (373 N·m)-300 lb·ft (407 N·m) of torque) over the years offered. It was an option on all 1985-1992 Chevrolet Camaro & Pontiac Firebird models.

The first generation of Chevrolet small-blocks began with the 1955 Chevrolet 265 cu in (4.3 L) V8. But it was the 350 cu in (5.7 L) series that came to be emblematic of the Chevrolet small block V8 engine. The engine's physical dimensions (oversquare 4.00-inch bore and 3.48-inch stroke, 102 mm by 88 mm) are nearly identical to the 400 hp (298 kW) LS2 engine of today, but much has changed. It is by far the most widely used Chevrolet small-block; it has been installed in everything from station wagons to sports cars, in commercial vehicles, and even in boats and (in highly modified form) airplanes.

First usage of the 350 was in the 1967 Chevrolet Camaro and 1968 Nova producing 295 horsepower (gross); other Chevrolet vehicle lines followed suit in the year 1969.

The GM Goodwrench 350 crate engine comes in several variations. The lowest priced uses the pre-1986 four-bolt casting molds with two dipstick locations; pre-1980 on the driver's side and post-1980 on the passenger's side. This engine was produced in Mexico since 1981 as the Targetmaster 350, and now the GM Goodwrench 350.

ZQ3

Years: 1969, 1970, 1972-1975

The ZQ3 was the standard engine in the 1969-1970 Chevrolet Corvette. It was a 300 hp (224 kW) version of the 350 cu in (5.7 L) small-block, with 10.25:1 compression and hydraulic lifters. It used a Rochester "4MV" Quadra-Jet 4-barrel carburetor. This was the first block produced that featured the larger 2.45 inch main bearing versus the older 2.30 inch main bearing in 1968/1969.

The L46 was an optional engine on the 1969-1970 Chevrolet Corvette. It was a 350 hp (261 kW), 380 lb·ft (515 N·m) version of the ZQ3 with higher 11:1 compression.

LT-1LT-1 from a 1970 Chevrolet Camaro Z28

Years: 1970-1972

The LT-1 was the ultimate 350 cu in (5.7 L) V8, becoming available in 1970. It used solid lifters, 11:1 compression, a high-performance camshaft, and a Holley four-barrel carburetor on a special aluminum intake to produce 370 hp (276 kW) and 380 lb·ft (515 N·m). It was available on the Corvette and Camaro Z28. Power was down in 1971 to 330 hp (246 kW) and 360 lb·ft (488 N·m) with 9:1 compression, and again in 1972 (the last year of the LT-1) to 255 hp (190 kW) and 280 lb·ft (380 N·m).

There was also a later small-block engine called the "LT1".

L48

Years: 1967-1980

The L-48 is the original 350 cu in (5.7 L), available only in the Camaro or Chevy II/Nova in '67 & '68. In '69 it was used in almost everything; Camaros, Corvettes, Impalas, Chevelles & Novas. From '75-'80 it was available only in the Corvette. L-48's use a Hyd Cam, 4bbl Qjet, Cast pistons, 2 bolt main caps, "Pink" Rods, #0014 Blocks & #993 heads. Power output ranges from 300HP(gross) down to 175HP(net).

The L48 was the standard engine in the 1971 Chevrolet Corvette. It produced 270 hp (201 kW) and 360 lb·ft (488 N·m) with an 8.5:1 compression ratio.

In 1972 the only way to get a L48 (4bbl V8) in a Chevy Nova was to get the Super Sport Package. This is indicated by the 5th digit in the VIN being a "K". 1972 was the only year you could verify the Super Sport package by the VIN.

In 1973 the "L-48" had cold air induction (throttle activated) and developed 190 hp (142 kW) (net). Beginning in 1974 the hp was reduced for several years until it reached a low of 165 hp (123 kW) (net) in 1975, before rising again.

The L81 was the only 5.7 L (350 cu in) Corvette engine for 1981. It produced 190 hp (142 kW) and 280 lb·ft (380 N·m) from 8.2:1 compression, exactly the same as the 1980 L48, but added computer control spark advance, replacing the vacuum advance.

L83

Years: 1982, 1984

The 1982 L83 was again the only Corvette engine (and only available with an automatic transmission) producing 200 hp (149 kW) and 285 lb·ft (386 N·m) from 9:1 compression. This was again the only engine on the new 1984 Vette, at 205 hp (153 kW) and 290 lb·ft (393 N·m). The L83 added Cross-Fire fuel injection (twin throttle-body fuel injection).

The LM1 is the base 5.7 L (350 cu in) with a 4-barrel carburetor (usually with a Rochester Quadrajet) in passenger cars until 1988. Throughout its lifespan, it received either a points, electronic, and/or computer-controlled spark system, to conventional and feedback carburetors.

LM1s were superseded with the LO5 powerplant after 1988.

L05

The L05 was introduced in 1987 for use in Chevrolet/GMC trucks in both the GMT400 (introduced in April 1987 as 1988 models) and the R/V series trucks such as the K5 Blazer, Suburban, and rounded-era pickups formerly classed as the C/K until 1996 which includes chassis cabs and 4-door crew cabs. Although usage was for trucks, vans, and 9C1-optioned Caprices, the L05 was also used with the following vehicles:

L05 usage was replaced by the GM LT1 after 1993 in GM B-Bodies until production ceased in 1996.

In mid 1996 the L05 was equipped with Vortec heads used in the 1996 G30.

L31

The L31 replaced the LO5 in 1996 - known as the Vortec 5700. Known as the GEN 1+, this was the final incarnation of the 1955-vintage small block, ending production in 2005 with the last vehicle being a Kodiak/Topkick HD truck. Volvo Penta and Mercury Marine still produces the L31. The "MARINE" intake is a potential upgrade for L31 trucks.

I just nearly died. How could I possibly have forgotten about this fantastic post?

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

For the record I love you dicks. You have a very good point there, I did not take part in the poll and now considering seriously to do so.

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:Foo Baron05/11/14 at 5:30 am

Just out of random curiosity....

Did anyone actually take the poll???

For the record I love you dicks.

http://i210.photobucket.com/albums/bb273/xJKissx21/you-dick.jpg

Sure. I'm team ALL of the American children from most/ all of the aforementioned generations were/ are the absolute rudest kids ever. I'll answer any poster's question in good faith, even if I'm not 100% convinced it was asked in good faith. Doing so typically results in something funnier than ignoring the question and costs me nothing more than a mouse click. Sometimes, like in this thread, people put an effort into coming up with results that not only funnier than I could have hoped for, they're funnier than I could have imagined, you dick.

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:Step-chanon05/11/14 at 3:21 pm

http://i210.photobucket.com/albums/bb273/xJKissx21/you-dick.jpg

Sure. I'm team ALL of the American children from most/ all of the aforementioned generations were/ are the absolute rudest kids ever. I'll answer any poster's question in good faith, even if I'm not 100% convinced it was asked in good faith. Doing so typically results in something funnier than ignoring the question and costs me nothing more than a mouse click. Sometimes, like in this thread, people put an effort into coming up with results that not only funnier than I could have hoped for, they're funnier than I could have imagined, you dick.

I honestly couldn't come up with an answer and selected "None of them". :D ;D

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:Philip Enoon05/11/14 at 3:45 pm

I honestly couldn't come up with an answer and selected "None of them". :D ;DI still have not chosen yet, but " None of them" seemed about right.

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:whistledogon05/11/14 at 4:34 pm

Like, Hi, Fer SHURR,

XXX!

The movie starring Vin Diesel? I loved that movie!

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:Jessicaon05/11/14 at 5:40 pm

I'm sure she'll be back.

And no, I don't feel bad about being a dick to her.

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:snozberrieson05/11/14 at 5:45 pm

I'm sure she'll be back.

And no, I don't feel bad about being a dick to her.

did you ever find her rant about teens today? that alone was worth whatever she got in this thread...

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:snozberrieson05/11/14 at 5:51 pm

did you ever find her rant about teens today? that alone was worth whatever she got in this thread...

in case you are bored.... http://www.inthe00s.com/index.php?topic=49246.0

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:Jessicaon05/11/14 at 5:54 pm

Haha, I remember that. I read it and was like, "Yeah, my kid is strange, but he's only rude to f*ckheads that act like this bitch."

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:Dagwoodon05/11/14 at 6:14 pm

Is that the one where she got all offended because someone got mad at her for barging in on them when they were changing? That woman was a real piece of work, wasn't she?

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:snozberrieson05/11/14 at 7:09 pm

Is that the one where she got all offended because someone got mad at her for barging in on them when they were changing? That woman was a real piece of work, wasn't she?

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:Philip Enoon05/15/14 at 1:44 pm

What is the answer?

http://img4.wikia.nocookie.net/__cb1400010895/uncyclopedia/images/math/9/3/3/9337c90abce45c966a19e8d4e9594060.pngnot sure.In order to solve this equation, we have to isolate the exponential term. Since we cannot easily do this in the equation's present form, let's tinker with the equation until we have it in a form we can solve.

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:KatanaChickon05/22/14 at 8:11 am

I never really got to know VG, but from observation she wasn't a favorite. All I know is she was very ranty and not one to sum up her topics, and used a persona. Hopefully it was just trolling, but you never really know.

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:Howardon05/22/14 at 10:24 am

I never really got to know VG, but from observation she wasn't a favorite. All I know is she was very ranty and not one to sum up her topics, and used a persona. Hopefully it was just trolling, but you never really know.

nobody liked her. :P

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:Foo Baron05/22/14 at 9:40 pm

nobody liked her. :P

I wouldn't go that far. I enjoyed her occasional bursts of random ditziness. She played her character consistently, did so in a vaguely amusing and funny manner, and when her time was up, she flamed out in glorious fashion, providing further laughs on her way out the door, which is how it's supposed to be done. Trolling is a art that requires a degree of subtlety, and her replacements appear to have forgotten this.

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Subject:Re: ? 4 18+ yr. lds abt Gnrtn's Rudst Kds...

Written By:c_keenan2001@hotmail.comon05/23/14 at 8:37 pm

This is why I choose not to participate in any posts that smack of decadeology. And yes I am aware that by posting this response I'm making things much worse than they need to be but quite frankly I DON'T CARE!